GB2460528A - Fixed-position automatic stop control for an electric vehicle - Google Patents

Fixed-position automatic stop control for an electric vehicle Download PDF

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Publication number
GB2460528A
GB2460528A GB0909388A GB0909388A GB2460528A GB 2460528 A GB2460528 A GB 2460528A GB 0909388 A GB0909388 A GB 0909388A GB 0909388 A GB0909388 A GB 0909388A GB 2460528 A GB2460528 A GB 2460528A
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United Kingdom
Prior art keywords
brake
deceleration
electric vehicle
deceleration pattern
pattern
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
GB0909388A
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GB2460528B (en
GB0909388D0 (en
Inventor
Ryoichi Oishi
Eiichi Toyota
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Hitachi Ltd
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Hitachi Ltd
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Publication of GB2460528A publication Critical patent/GB2460528A/en
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/10—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/128—Self-acting brakes of different types for railway vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/16—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger operated by remote control, i.e. initiating means not mounted on vehicle
    • B60T7/18—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger operated by remote control, i.e. initiating means not mounted on vehicle operated by wayside apparatus
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/22—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Power Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

A fixed-position automatic stop control means of a control system for controlling an electric vehicle having stored in advance a full-electric brake deceleration pattern capable of performing deceleration within the range of brake force obtained by the electric energy regeneration of a main motor. The vehicle is stopped at a target position via the full-electric brake deceleration pattern. By performing the fixed-position automatic stop control using only the regenerative brake, it becomes possible to prevent futile consumption of kinetic energy by the air brake, and since the frequency of use of the air brake is reduced, the abrasion of the brake shoe can be suppressed. The vehicle may have a plurality of patterns, either for the gradient/curve of different locations and/or a constant brake force pattern. The deceleration pattern may be automatically or manually switched.

Description

CONTROL SYSTEM OF ELECTRIC VEHICLE
HAVING FIXED-POSITION AUTOMATIC STOP CONTROL MEANS
BACKGROUND OF THE INVENTION
Field of the invention
The present invention relates to a fixed-position automatic stop control system of a railway vehicle, and relates to a control system of an electric vehicle having a fixed-position automatic stop control means.
Description of the related art
Conventionally, a fixed-position automatic stop control technique aimed at automatically stopping the vehicle at a fixed position is known. The fixed-position automatic stop control is a control method for stopping a vehicle automatically at a stop target point (such as a stop point at a station) by automatically controlling the brake force of the vehicle.
According to one known method for automatically stopping the vehicle at a fixed position, for example as shown in FIG. 10, a positioning signal transmitter (wayside coil) disposed at a predetermined point before the stop point outputs a signal detected via an antenna (pick up coil) and a positioning signal detector disposed on the vehicle, a distance-to-speed pattern (stop pattern) set so that the speed becomes 0 at a target point or stop point from the predetermined point as shown in FIG. 10 is generated in the vehicle, and at the same time, the travel distance from the wayside coil signal receive point is computed via speed accumulation or the like, which is matched with the above-mentioned stop pattern to obtain sequential target speeds, and the vehicle speed is controlled to follow the target speeds in order to stop the vehicle at the target point.
In many actual examples, as shown in FIG. 11, there are multiple wayside coils disposed within the stop control range with the aim to improve the accuracy of the stop position.
Further, a method can be adopted to improve the stop position accuracy of the vehicle by utilizing a plurality of patterns for stopping the vehicle, such asa firstpatternhavingaconstant deceleration speed from a high-speed area to a low-speed area, and a second stop pattern in which the deceleration level is reduced at a portion close to the stop position where stop accuracy is most influenced.
Regarding the brake force required in a vehicle, as shown in FIG. 12, a predetermined brake force is required up to the high-speed area, but in many cases, the brake force that the motor is capable of generating has a characteristic to weaken in the high-speed side, so that the lack of brake force is complemented by another brake system such as an air brake, in order to ensure the predetermined brake force.
However, the prior art fixed-position automatic stop control lacks any consideration on the above-described brake characteristics, and performs a constant brake deceleration control that requires a constant brake force from the high-speed area. Therefore, the kinetic energy portion corresponding to area A illustrated in FIG. 13 is consumed futilely via the air brake or the like.
SUMMARY OF THE INVENTION
The present invention aims at solving the problems of the prior art by providing a fixed-position automatic stop control system capable of preventing futile consumption of kinetic energy via the air brake.
The present invention provides a control system of an electric vehicle comprising a main motor for driving the electric vehicle, a power converter for driving the main motor, and a fixed-position automatic stop control means for stopping the electric vehicle automatically at a stop target point, wherein the fixed-position automatic stop control means has a full-electric brake deceleration pattern which is generated based on a brake force pattern determined by the main motor and the power converter, and when the electric vehicle is automatically stopped via the fixed-position automatic stop control means, the electric vehicle is decelerated following the deceleration pattern.
According to the present fixed-position automatic stop control means, a deceleration pattern is generated in advance within the range of brake force that the main motor is capable of generating, and upon performing the fixed-position automatic stop control, the vehicle is stopped at a stop target point based on this deceleration pattern. Further, the present invention enables to switch the above-described deceleration pattern with a constant brake deceleration pattern, so that the system can perform fixed-position automatic stop control via the full-electric brake deceleration pattern when there is allowance in the wayside coil passing time of the vehicle compared to the passing time on the time table, and perform fixed-position automatic stop control via the constant brake force deceleration pattern if there is no allowance.
Furthermore, it is possible to provide to the system on *the vehicle full-electric brake deceleration patterns respectively corresponding to each station generated by adding the influence of curve resistance and gradient resistance to the deceleration pattern.
According to the present invention, the vehicle can be stopped from the high-speed area using only the regenerative brake, by creating a deceleration pattern within the brake force capable of being generated by the motor, and performing the fixed-position automatic stop control following the generated pattern. According to the present invention, it becomes possible to prevent futile consumption of kinetic energy by the air brake, and to thereby improve the regeneration rate.
According further to the present invention, the frequency ofuseoftheairbrakecanbereducedsignificantly, andtherefore, the consumption of brake shoes and brake pads can also be reduced significantly.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 isaview showing apreferred embodiment of the present invention; FIG. 2 is a view showing an example of arrangement of a power converter having AC power supplied thereto; FIG. 3 is a view showing the full-electric brake deceleration pattern illustrated in FIG. 1; FIG. 4 is a view showing the general characteristics of a main motor; FIG. 5 is a view showing the full-electric brake force pattern for generating the full-electric deceleration pattern shown in FIG. 2; FIG. 6 is a view showing the deceleration pattern, the brake force pattern, the lost energy by air brake and the regenerative energy upon performing the fixed-position automatic stop control adopting a constant brake deceleration pattern; FIG. 7 is a view showing the deceleration pattern, the brake force pattern and the regenerative energy upon performing the fixed-position automatic stop control adopting a full-electric brake deceleration pattern according to the present invention; FIG. 8 is a view showing the temporal relationship between the constant brake deceleration pattern and the full-electric brake deceleration pattern; FIG. 9 is a block diagram showing an example of arrangement of an operation switching unit illustrated in FIG. 1; FIG. 10 is a view showing the constant brake deceleration
pattern according to a prior art example;
FIG. 11 is a view showing the constant brake deceleration pattern according to a prior art example in which a plurality of wayside coils are disposed; FIG. 12 is a view showing the required brake force of the vehicle and the ratio between the electric brake force and the air brake force for obtaining the required brake force according
to a prior art example; and
FIG. 13 is a view showing the ratio between the electric brake force and the air brake force for obtaining a constant brake force for generating a constant brake deceleration pattern
according to a prior art example.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
Now, the preferred embodiments for carrying out the present invention will be described with reference to the drawings.
[Embodiments] Now, one preferred embodiment of the present invention will be described with reference to FIG. 1, taking a direct-current vehicle as an example. As illustrated, an inverter 6 and a current collector 1 connected electrically to a catenary or third rail are connected via a filter reactor 2. A filter capacitor is connected to the input-side of the inverter 6, and a main motor 9 is connected to the output-side of the inverter 6. A power converter 3 is composed of a filter reactor 2, an inverter 6anda filtercapacitor5. The system further comprises current detectors 8a, 8b and 8c for detecting the motor current flowing to the main motor 9 from the inverter 6, a reduction gear 10, and a rotation speed detector 13 for detecting the rotation speed of a wheel 11. The rotation speed detector 13 sends the rotation speed detection value f to a distance accumulation means 17.
In addition, wayside coils 16 are disposed on railroads before target stop points such as stations, and pick up coils are disposed on vehicles for detecting positioning signals P sent from wayside coils 16. The pick up coil 15 sends the positioning signal P to the distance accumulation means 17. The distance accumulation means 17 having received the positioning signal P from the wayside coil 16 performs speed accumulation using the rotation speed detection value f of the wheel 11, so as to compute the accumulation distance L corresponding to the distance that the vehicle has travelled, and outputs the accumulated distance L to a full-electric brake deceleration pattern generator 18 and a constant brake deceleration pattern generator 19.
The full-electric brake deceleration pattern generator 18 and the constant brake deceleration pattern generator 19 output a speed command Vi* and a speed command V2* in response to the accumulated distance L from the wayside coil 16. The full-electric brake deceleration pattern generator 18 and the constant brake deceleration pattern generator 19 are connected via an operation selector switch 20 to a brake control means 21, which is designed to perform fixed-position automatic stop control by selecting either a full-electric brake deceleration pattern V or a constant brake deceleration pattern V2 as a speed command V* based on a switch signal K sent from an operation switching unit 14. A fixed-position automatic stop control unit 23 is composed of the wayside coil 15, the distance accumulation means 17, the full-electricbrake decelerationpattern generator 18, the constant brake deceleration pattern generator 19, the operation selector switch 20 and the brake control means 21.
The brake control means 21 computes a brake command value Fb* corresponding to the difference between the entered speed command value V and the rotation speed f of the wheel 11, and sends the computed brake command value Fb* to an air brake unit 22. From the air brake unit 22, an electric brake command value Feb* of the main motor 9 is sent to an inverter control system 7. In the inverter control system 7, a gate pulse Gis generated to provide a motor current in response to the electric brake command value Feb*, and the gate pulse G is sent to the inverter 6. In the inverter control system 7, an electric brake force Feb generated by the main motor 9 is sent to the air brake unit 22, and the air brake unit 22 computes a brake force Fb of the air brake based on the difference between a brake force command value Fb* sent from the brake control means 21 and the electric brake force Feb sent from the inverter control system 7.
By adopting the arrangement illustrated in FIG. 1, fixed-position automatic stop control is performed by switching between the full-electric brake deceleration pattern V according to the present invention and the constant brake deceleration pattern V2 via the operation switching unit 14 and the operation selector switch 20. By selecting the full-electric brake deceleration pattern Vi* through the selector switch 20, it becomes possible to stop the vehicle from a high-speed area using only the regenerative brake, and as a result, it becomes possible to prevent futile consumption of kinetic energy via air brake and to improve the regeneration rate.
FIG. 2 illustrates an example of the arrangement of a power converterwithin an alternation current section. Inacasewhere AC power is supplied from an overhead wire, the power converter 3 is composedofaconverter4, a filtercapacitor5andaninverter 6, as illustrated in FIG. 2.
FIG. 3 is a view showing the full-electric brake deceleration pattern V1* illustrated in FIG. 1, wherein the horizontal axis represents the distance from the wayside coil and the vertical axis represents the speed command value of the vehicle. This full-electric brake deceleration pattern V1 is a deceleration patterngeneratedbasedonthebrakepatternduring full-electric brake deceleration described later. The full-electric brake deceleration pattern V1 is computed based on the distance from the wayside coil 16 to the target stop point, and stored in the on-vehicle system in advance. When the train passes above the pick up coil, the wayside coil detects the same and a distance accumulation means is started.
Thereby, an accumulated distance L from the ground element installation point is obtained. An accumulated distance L from the wayside coil 13 is entered from the fixed-position automatic stopcontrolunittothefull-electricbrakedecelerationpattern, and a speed command value corresponding to the accumulation distance L is output. By decelerating the vehicle based on the speed command position, it becomes possible to stop the vehicle via the regenerative brake, and thus it becomes possible to improve the regeneration rate. The method of computing the full-electric brake deceleration pattern V1* will now be described with reference to FIGS. 4 and 5.
FIG. 4 is a view illustrating the coininon characteristics of the main motor 9. In FIG. 4, the horizontal axis represents the rotation speed of the main motor 9, and the vertical axis represents the voltage, current andbrake force of the mainmotor 9. Furthermore, reference a represents a main motor voltage, reference b represents a main motor current, and reference c represents a main motor brake force that the main motor is capable of generating. Now, the speed shown by the dashed-dotted line of the drawing represents a brake force reduction start speed, wherein the area in which the rotation speed is higher than the brake force reduction start speed is referred to as the high-speed area, andthe area inwhich the rotation speed is lower is referred to as the low-speed area. As shown by reference c of FIG. 4, the brake force that the main motor 9 is capable of generating is constant in the low-speed area, but the brake force thereof is attenuated according to the rotation speed in the high-speed area.
FIG. 5 shows the respective speed-to-brake force characteristics of the brake force that the main motor 9 is capable of generating illustrated in FIG. 4 and the brake force according tothe full-electricbrakedeceleration. Inthehigh--speedarea, the brake force that the main motor 9 is capable of generating is set as the brake force for performing full-electric brake deceleration, and in the low-speed area, abrake force equivalent to the constant brake control is set as the brake force during full-electric brake deceleration. As described, the brake force for performing full-electric brake deceleration is set equal to or smaller than the brake force that the main motor 9 is capable of outputting, and the full-electric brake deceleration pattern V1 as shown in FIG. 3 is generated based on this brake force. By performing a fixed-position automatic stop control so that the vehicle speed follows the full-electric brake deceleration pattern V1', it becomes possible to stop the vehicle from the high-speed area only via the regenerative brake.
When a speed-to-brake force characteristics during full-electric brake deceleration in the speed control shown in FIG. 5 is referred to as F [N] and the vehicle mass is referred to as M [kg], the deceleration force acting on the vehicle can be obtained by the following expression (1) [Expression 1] (1) By using the above deceleration force and a maximum speed VO of the vehicle, the full-electric brake deceleration pattern V1 of the vehicle starting from the maximum speed VU and reaching speed 0 can be obtained by the following expression (2) [Expression 2] vvJfld (2) Further, when the target speed at distance L from a ground element is V, the distance L can be obtained by the following expression.
[Expression 3] LfV1dt (3) The full-electric brake deceleration pattern V1* shown in FIG. 3 illustrates the distance-to-target speed characteristics, taking distance L obtained from expression (3) in the horizontal axis and taking the full-electric brake deceleration pattern V1 in the vertical axis. The full-electric brake deceleration pattern V1 is provided to the control system in advance, and thewayside coil 16�splacedatapoint separatedbydrive distance Lmax from the obtained target stop point. After detecting the point information sent from the wayside coil 16, the fixed-position stop control following the full-electric brake deceleration pattern V1* is performed, according to which the vehicle travelling in the high-speed area can be stopped only via the regenerative brake, and futile consumption of kinetic energy via the air brake can be prevented.
Actually, the vehicle is influenced by the railroad formation or the gradient thereof, so it is also possible to create a full-electric brake deceleration pattern for each station. The curve resistance Fl [NI and the gradient resistance F2 [N] canbeobtainedbythefollowingexpressions (4) and (5), when the curve radius is represented by r [ml, the gradient by n [%-I, and the acceleration of gravity by g [m/s2] [Expression 4] F1 Mg (4) [Expression 5] F2=�nMg (5) In the expression, d is a constant corresponding to the vehicle characteristics, and it is assumed here that d 800.
Expressions (4) and (5) are added to expression (1), so as to compute the deceleration force by the following expression (6).
[Expression 61 /3F+FI+F2 (6)
M
Through use of expressions (2), (3) and (6), it becomes possible to generate a full-electric brake deceleration pattern V1, taking into account the curve resistance and the gradient resistance of each station.
FIG. 6 shows the constant brake deceleration pattern V2 and the brake force required to perform deceleration following the same, and FIG. 7 shows the full-electric brake deceleration pattern V1 and the brake force required to perform deceleration following the same. When the constant brake deceleration patternV2* shownin FIG. 6is adopted, inordertoperformconstant deceleration, a constant brake force is required to perform deceleration from within the high-speed area, but since the regeneration ability is restricted in the high-speed area, the portion corresponding to A is complemented by the air brake, according to which energy is consumed futilely, and only the portion corresponding to B is regenerated as energy.
On the other hand, when the full-electric brake deceleration pattern V1 is adopted, since deceleration control is performed within the ability range of the electric system, all the brake force corresponding to the deceleration is within the range of energy regeneration ability of the electric system even in the high-speed area, so all the energy corresponding to C can be converted into regenerative energy, according to which futile consumption of kinetic energy by the air brake can be prevented.
FIG. S illustrates the relationship between the time required to stop the vehicle after receiving positioning signal P from an wayside coil 16 and the speed pattern, respectively correspondingtotheconstantbrakecontrolandthefull-electric brake control. As can be estimated easily based on FIG. 8, through comparison with the constant brake control, according to the full-electric brake control, deceleration is stated at an earlier point, and the drive time required from the wayside coil installation point to the stop target point is longer by tO (whenthemaximumspeedis 100 km/hand thebrake force reduction start speed is approximately 50 kin/h, the difference in drive time tO within the same section from the wayside coil installation point to the stop target point is approximately 5 seconds) Therefore, it may be possible to switch via the operation switching unit 14 to the full-electric brake control system when there is allowance in the drive timer and to another system (such as the constant brake force control system as shown in FIG. 6) whenthereisnoallowanceinthedrivetimef basedonthejudgement of the driver or the on-ground traffic management system.
FIG. 9 is a block diagram showing an example of arrangement of the operation switching unit 14 illustrated in FIG. 1. When the position signal P is entered to the operation switching unit 14, a difference t2 between the wayside coil passing time t on the time table and the actual time tl at which the vehicle passed the wayside coil is computed and entered to a comparator 24.
The comparator 24 stores the tO shown in FIG. 8 in advance, and compares tO and t2 in the comparator 24, wherein if t2 is greater than to, it is determined that there is allowance in the drive time, and a switch signal K is sent from the operation switching unit 14 to the operation selector switch 20 to adopt the full-electric brake deceleration pattern 18, whereas if t2 is smaller than tO, it is determined that there is no allowance in the drive time, and a switch signal K is sent to adopt the constant brake deceleration pattern 19. Thus, it becomes possibletoswitchbetweenthefull-electricbrakecontrolsystem when there is allowance in the drive time and the constant brake force control system when there is no allowance in the drive time. Further, it is possible to design the operation selector switch 20 to be switched via a switch signal K sent from the driver' s platform.

Claims (8)

  1. What is claimed is: 1. A control system of an electric vehicle comprising a main motor for driving the electric vehicle, a power converter for driving the main motor, and a fixed-position automatic stop control means for stopping the electric vehicle automatically at a stop target point, wherein the fixed-position automatic stop control means has a deceleration pattern which is generated based on a brake force pattern determined by the main motor and the power converter, and when the electric vehicle is automatically stopped via the fixed-position automatic stop control means, the electric vehicle is decelerated following the deceleration pattern.
  2. 2. The control system of an electric vehicle according to claim 1, wherein the deceleration pattern is a full-electric brake deceleration pattern capable of stopping the vehicle from a maximum speed using only the brake force capable of being output by the motor.
  3. 3. The control system of an electric vehicle according to claim 1, wherein the fixed-position automatic stop control means has a plurality of deceleration patterns, one of which is the deceleration pattern generated based on the brake force pattern determined by the main motor and the power converter, and another is a deceleration pattern generated based on a constant brake force pattern.
  4. 4. The control system of an electric vehicle according to claim 3, wherein the pluralityof decelerationpatternsof the fixed-position automatic stop control means are deceleration patterns corresponding to each station generated by adding deceleration due to curve resistance and gradient resistance to the deceleration pattern generated based on the brake force pattern determined by the main motor and the power converter.
  5. 5. The control system of an electric vehicle according to claim 3 or claim 4, wherein the deceleration pattern can be switched based on operation statuses.
  6. 6. The control system of an electric vehicle according to claim 3 or claim 4, wherein the deceleration pattern can be switched manually.
  7. 7. A control system of an electric vehicle substantially as herein described with reference to and as shown in Figs 1 to 9 the accompanying drawings.
  8. 8. An electric vehicle having a control system according to any one of claims 1 to 7.
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CN101596867B (en) 2012-06-06
KR101033360B1 (en) 2011-05-09
GB2460528B (en) 2010-06-09
JP2009296733A (en) 2009-12-17
GB0909388D0 (en) 2009-07-15
KR20090126197A (en) 2009-12-08
JP4723612B2 (en) 2011-07-13
CN101596867A (en) 2009-12-09

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