JP2008278751A - Vehicle having controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle that can be made to be at a predetermined restricted speed or in a stop state at a target point only with an electric brake, and can efficiently use the kinetic energy of the vehicle and effectively save energy. <P>SOLUTION: In a vehicle equipped with an electric brake means of which maximum braking force becomes small when a vehicle speed is high in a high-speed range, a mechanical brake means, and an operation controller outputting required braking force to pass the target point at a predetermined restricted speed or to stop, the operation controller outputs braking force smaller than the maximum braking force of the electric brake means as the required braking force. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention has an operation control device for controlling (or stopping) a speed limit at a fixed position (target point) in a vehicle such as a railway vehicle (train) equipped with electric brake means and mechanical brake means. Regarding vehicles.

  Railway vehicles have a feature that the running resistance in movement is lower than that of other moving bodies. In order to further improve this feature, an electric brake that converts the kinetic energy of the vehicle into electric energy when the vehicle is decelerated or stopped, and effectively uses the energy generated during the conversion as electric power is adopted.

  However, the electric brake has insufficient braking force in a region where the speed is high. For this reason, when a large braking force is required in this high speed region, the insufficient braking force is supplemented by a mechanical brake.

  In the conventional operation control device that controls the vehicle to the speed limit at the target point, the characteristics of the electric brake are not considered so much and the braking force is not limited even in a high speed region (for example, Patent Document 1).

JP 2003-274516 A (pages 1 to 14, FIGS. 1 to 16)

  In the conventional operation control device, in the high speed range, the brake force is insufficient with the electric brake and the mechanical brake works. Therefore, part of the kinetic energy of the vehicle is not converted into electric energy, and effective use of kinetic energy and energy saving are achieved. The conversion was not fully planned.

  The present invention has been made to solve the conventional problems as described above. The object of the present invention is to target a vehicle by using only an electric brake as much as possible without using a mechanical brake even in a high speed region. It is an object of the present invention to provide a vehicle operation control device that can be set at a predetermined speed limit or stopped at a point, and that can effectively use kinetic energy of the vehicle and save energy effectively.

  In order to achieve the above object, an operation control device for a vehicle according to the present invention basically includes an electric brake means, a maximum brake force that decreases as the vehicle speed increases in a high speed region, and a mechanical brake means. And a driving control device that outputs a braking force required to pass or stop the target point at a predetermined speed limit, wherein the driving control device includes a brake that is equal to or less than a maximum braking force of the electric brake means. A force is output as the necessary braking force.

  The vehicle operation control device of the present invention takes into consideration that the maximum braking force by the electric brake is smaller as the vehicle speed is higher in the high speed region, and only the electric brake is used from the high speed region to the low speed region. The vehicle can be set to a predetermined speed limit or stopped at the target point, so that the electric power generated by the electric brake (power generation brake) can be used to the maximum. As a result, the electric energy that can be regenerated increases and the vehicle Electric energy consumed for deceleration and stop is reduced, and effective use and energy saving of the kinetic energy of the vehicle can be effectively achieved.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
[First Embodiment]
FIG. 1 is a schematic configuration diagram showing a first embodiment of an operation control apparatus according to the present invention together with a vehicle on which the operation control apparatus is mounted. In FIG. 1, a vehicle 50 having wheels 5, 5, 5,... Rolling on a rail 6 includes an operation control unit composed of a microcomputer or the like that constitutes a main part of the operation control device 1 </ b> A of the present embodiment. 10A, an electric motor (generator) 4 which is an electric (power generation) brake, an electric brake force control device 3, a brake receiver 2, a speed detector 7, a mechanical brake 8, a ground element detector 9 and the like are provided. Yes.

  In the present embodiment, the configuration of one electric motor (electric brake) and one mechanical brake is shown, but there may be a configuration in which a plurality of motors or a plurality of vehicles are connected.

  The operation control unit 10A receives the current speed va of the vehicle 50 detected by the speed detector 7 and the reception information received from the ground unit by the ground unit detector 9, and outputs a brake force command τ * to the brake receiving unit 2. To do.

  The brake receiving unit 2 inputs the brake force command τ * and the electric brake force τe output from the electric brake force control device 3, and outputs the electric brake force command τe * and the mechanical brake force command τm *. The electric brake force command τe * coincides with τ *.

  The mechanical brake force command τm * is calculated based on the following formula (1) from the brake force command τ * and the electric brake force τe.

The electric brake force control device 3 controls the electric brake force generated by converting the kinetic energy of the electric motor 4 into the electric brake based on the electric brake force command τe *, and the generated electric brake force τe is used as a brake receiver. Output to 2.
The mechanical brake 8 converts the kinetic energy into thermal energy by generating a mechanical braking force by pressing the control against the wheel tread based on the mechanical braking force command τm *.

  FIG. 2 shows a characteristic example of the electric brake force τe. The horizontal axis represents the speed of the vehicle 50, and the vertical axis represents the braking force. A characteristic a indicated by a thick solid line is a maximum braking force τmax that can be generated by an electric brake including the electric brake force control device 3 and the electric motor 4. Due to the limitation of the voltage that can be applied to the electric motor 4, the maximum braking force τmax decreases as the speed increases in the high speed range. When the brake force command τ * is τ0, the mechanical brake force command τm * is 0 because the brake force command τ * is less than or equal to the maximum brake force τmax if the speed va is v0 or less.

  On the other hand, when the speed va is greater than v0, the brake force command τ * is greater than the maximum brake force τmax, so the electric brake force control device 3 outputs the maximum brake force τmax as the electric brake force τe, and reduces the insufficient brake force. Output as mechanical brake force command τm *. That is, in order to decelerate without using a mechanical brake, the brake force command τ * should always be controlled to be equal to or less than the maximum brake force τmax.

Next, the function of the ground detector 9 will be described with reference to FIG.
In FIG. 4, 42 is a ground element, Q is a target point on the track, and P is a brake operation start point on the track. In addition, the same code | symbol is attached | subjected to the component same as each part shown by FIG.

  When the ground element detector 9 passes over the ground element 42 installed on the ground, the passage information tc indicating that it has passed the ground element 42, the distance xp from the ground element 42 to the target point Q, the target point Q The speed limit vp and the target braking force τ2 are received from the ground element 42.

Next, details of the operation control unit 10A of FIG. 1 will be described.
The driving control unit 10A includes a distance calculation unit 11, a maximum brake force calculation unit 12, a brake start point calculation unit 13, a brake start determination unit 14, a constant brake force calculation unit 15, a brake force selection unit 16, and a brake force command output unit 17. Consists of.

  The distance calculation unit 11 calculates the distance x from the ground element 42 to the current position using the equation (2) based on the current speed va with the passage information tc as a reference.

The maximum brake force calculation unit 12 calculates the maximum brake force τmax from the speed va according to the characteristic a in FIG.
The brake start point calculation unit 13 calculates a distance x1 from the ground element 42 to the brake operation start point P using the table T2 from the speed va, the target brake force τ2, the speed limit vp, and the distance xp to the target point Q. Calculate.

  Next, details of the table T2 will be described. The vehicle 50 coasts from the ground element 42 to the brake operation start point P, that is, advances with a braking force command τ * = 0, and reaches the speed limit vp without using a mechanical brake from the brake operation start point P to the target point Q. In order to decelerate, the smaller one of the maximum braking force τmax and the target braking force τ2 is output as a braking force command τ *. Therefore, the speed v (t) at time t can be obtained by Expression (3).

  However, time t1 represents the time when the vehicle 50 passes the brake operation start point P, and min (τ2, τmax (v (t))) represents the smaller of τ2 and τmax (v (t)). Further, the distance x (t) from the ground element 42 to the vehicle 50 at time t is obtained by Expression (4).

  At the time tp at the time of passing through the target point, the speed needs to be the speed limit vp and the distance x needs to be xp. Therefore, the following expressions (5) and (6) need to be satisfied.

  Therefore, x1 can be obtained by giving the target braking force τ2 and the speed v1 at the start of the brake operation and solving the equations (5) and (6). Since it is difficult to analytically solve Equation (5) and Equation (6), the table T2 is created in advance by simulation or the like.

  The brake start determination unit 14 compares the input distance x1 and the distance x. When x1> x, 0 is output as the brake start flag Dec, and when x1 <x, 1 is output as the brake start flag Dec.

  The constant brake force calculation unit 15 calculates a limited (required) brake force command τa based on the current speed va, the distance x, the limit speed vp, and the distance xp.

  The limited brake force command τa is a brake force command value at which the speed at the point Q becomes vp when the vehicle is decelerated with a constant brake force from the current position to the target point Q. Specifically, the calculation is performed based on Expression (7).

The brake force selection unit 16 compares the maximum brake force τmax and the limited brake force command τa, and outputs the smaller one as the target brake force command τk.
The brake force command output unit 17 outputs 0 as the brake force command τ * when the brake start flag Dec is 0, and outputs τk as τ * when the brake start flag Dec is 1.

Next, a specific operation of the operation control apparatus 1A of the present embodiment will be described with reference to FIG.
FIG. 3 shows the distance from the ground element 42, the speed of the vehicle, and the braking force in order from the top (the horizontal axis is the time axis indicating time t).

  The ground element detector 9 passes through the ground element 42 at time t = 0. The speed va at this time is v1. The ground element detector 9 receives the passage information tc, the distance xp, the speed limit vp, and the target brake force τ2 based on the ground element 42 from the ground element 42.

  The distance calculation unit 11 initializes the distance x to 0 based on the passage information tc. Since the distance x is smaller than the distance x1 to the brake operation start point P calculated by the brake start point calculation unit 13, the brake start determination unit 14 outputs 0 as the brake start flag Dec.

  Since the brake start flag Dec is 0, the brake force command output unit 17 outputs 0 as the brake force command τ *.

  Since the braking force command τ * is 0 from time t to t1, the speed va is constant v1, and the distance x increases in proportion to the time.

  When the distance x reaches the distance x1 to the brake operation start point P at time t1, the brake start flag Dec that is the output of the brake start determination unit 14 becomes 1, and the brake force command output unit 17 sets the target as the brake force command τ *. Brake force command τk is output.

  Since the speed va is as high as v1, the limited brake force command τa shown by the broken line in FIG. 3 is larger than the maximum brake force τmax, and the brake force selector 16 sets the maximum brake force τmax as the target brake force command τk. Is output.

  Similarly, from time t1 to t2, the maximum braking force τmax is output as the braking force command τ *. Therefore, since the brake force command τ * is equal to or less than the maximum brake force τmax, the mechanical brake 8 does not operate.

  When the limited brake force command τa reaches the speed v2 at which the maximum brake force τmax is reached at time t2, the target brake force command τk and the brake force command τ * become the limited (required) brake force command τa after time t2. Again, since the brake force command τ * is less than or equal to the maximum brake force τmax, the mechanical brake 8 does not operate.

  Further, since the brake start position x1 is determined as described above, the brake force command τ * at this time substantially matches the target brake force τ2.

  Further, since the braking force command τ * is operated based on the formula (7), the distance x is xp, that is, the vehicle 50 reaches the target point Q at the time tp, and the speed va at this time coincides with the speed limit vp.

  As described above, according to the operation control apparatus 1A of the present embodiment, it is possible to control the vehicle with only the electric brake without operating the mechanical brake from the passage of the ground element 42 to the arrival of the target point Q.

  Further, since the vehicle can be stopped at the distance xp by setting the speed limit vp to 0, the operation control device 1A of the present embodiment can also stop the vehicle at the target position.

  Therefore, the electric power generated by the electric brake (electric motor 4) can be used to the maximum, and at the same time, the use of the mechanical brake 8 can be minimized. As a result, the electric energy that can be regenerated is increased, the vehicle is decelerated, Electric energy consumed for stopping is reduced, and effective use and energy saving of the kinetic energy of the vehicle can be effectively achieved.

[Second Embodiment]
FIG. 5 is a schematic configuration diagram showing a second embodiment of the operation control apparatus according to the present invention together with a vehicle on which the operation control apparatus is mounted. In FIG. 5, portions corresponding to the respective portions in FIG.

  In the operation control apparatus 1B of the present embodiment, when the ground element detector 9 passes through the ground element (not shown), the ground element detector 9 detects the passage information tc, the distance xp to the target point Q, and the point Q. In addition to the speed limit vp at, a time command tp * for reaching the point Q is received from the ground unit.

The fixed-time brake start point calculation unit 13a provided in the operation control unit 10B inputs the current speed va, the limit speed vp, the distance xp, and the time command tp *, and uses the ground element as a reference from the brake distance table T3. The distance x1 to the brake operation start point P is calculated.
The table T3 is created based on the equations (8) and (9).

  In the operation control apparatus 1A of the first embodiment, the target brake force τ2 is given, but in this embodiment, the time command tp * is given to obtain the brake start point x1. Since x1 is difficult to obtain by analysis as in the first embodiment, it is obtained in advance by simulation or the like. Since the brake operation start point P is determined using the time command tp *, at the target point Q, the vehicle 50 not only has the speed va equal to the speed limit vp, but also the passage time coincides with the time command tp *.

Similarly to the first embodiment, since the brake force command τ * is equal to or less than the maximum brake force τmax, the mechanical brake does not operate.
In the operation control apparatus 1B of the second embodiment configured as described above, substantially the same functions and effects as those of the first embodiment can be obtained.

[Third and Fourth Embodiments]
FIG. 6 is a schematic configuration diagram showing a third embodiment of the operation control apparatus according to the present invention together with a vehicle on which the operation control apparatus is mounted. 6, parts corresponding to those in FIGS. 1 and 5 are denoted by the same reference numerals and description thereof is omitted.

  The operation control device 1 </ b> C of the present embodiment includes a master controller 101, a display device 102, and a switching device 103 in addition to the operation control unit 10 </ b> C similar to that of the above-described embodiment.

  The master controller 101 outputs a notch brake force command τc using the brake notch table TB based on the speed va and the brake notch selected by the driver. The brake notch table TB is created from the notch curve of speed-brake force.

  The display 102 receives the speed va and the ideal brake force command τk *, selects the maximum brake notch that does not exceed the ideal brake force command τk *, and transmits it in a form that the driver can recognize.

  The switch 103 is means for switching between automatic control and manual control by the driver. When the switch 103 is in the automatic control mode, an ideal brake force command τk * is output as the brake force command τ *. When the switch 103 is in the manual control mode, the output τc of the master controller operated by the driver while looking at the display 102 is output as the brake force command τ *. In the case of the automatic control mode, the configuration is the same as that of the first embodiment, and the same operational effects can be obtained. In the case of the manual control mode, when the driver operates the master controller 101 according to the display unit 102, when passing the target point Q without supplementing the braking force by the mechanical brake 8, substantially as in the first embodiment, The speed can be controlled to the speed limit vp. In addition, since the driver operates the master controller 101, a flexible response according to the situation is possible.

  In this embodiment, the master controller 101, the display device 102, and the switching device 103 are combined with the first embodiment. However, as shown in FIG. 7, it can be combined with the second embodiment. In the case of the operation control device 10D (fourth embodiment) combined with the second embodiment, the same effects as those of the second embodiment can be obtained in the automatic control mode. Further, in the case of the manual control mode, the driver operates the master controller 101 according to the display, so that substantially the same operational effects as in the second embodiment can be obtained, and the driver operates the master controller 101. It is possible to respond flexibly according to the situation.

[Fifth Embodiment]
FIG. 8 is a schematic configuration diagram showing a fifth embodiment of the operation control apparatus according to the present invention together with a vehicle on which the operation control apparatus is mounted. 8, parts corresponding to those in FIG. 1 are denoted by the same reference numerals and description thereof is omitted.

  The operation control unit 10E of the present embodiment includes a pattern generation unit 13b, a brake start determination unit 14a, and a brake force control unit 15a.

  The pattern generator 13b inputs the current speed va, the speed limit vp, the distance xp to the target point Q, and the target brake force τ2, and creates a target speed pattern vpt based on the equations (10) and (11). The speed command va * is calculated sequentially.

  FIG. 9 shows an example of the target speed pattern vpt. The horizontal axis represents the distance x from the ground element 42, and the vertical axis represents the current speed va.

The solid line is the locus of speed v (t) and distance x (t) at time t, and the alternate long and short dash line is the target speed pattern vpt determined above.
The broken line represents the maximum speed pattern vptmax when the vehicle is decelerated with the target brake force τ2.

  The speed pattern vpt used in the present embodiment can reduce the braking force required in the high speed range by decelerating the target point before the speed pattern vptmax.

  The brake start determination unit 14a compares the input current speed va with the speed command va * and outputs a brake start flag Dec.

  The brake start flag Dec is initialized to 0 by the passage information tc. When the brake start flag Dec is 0 and the speed command va * is greater than the current speed va, 0 is output as the brake start flag Dec. When the speed command va * is equal to or lower than the current speed va, 1 is output as the brake start flag Dec. When the brake start flag Dec = 1, 1 is output as the brake start flag Dec until the target point xp is reached.

  The brake force control unit 15a calculates the limited brake force command τa based on the equation (12) so that the current speed va matches the speed command va *.

  Here, Kp is a proportional gain, and Ki is an integral gain.

Next, a specific operation of the operation control device 1E of the present embodiment will be described with reference to FIG.
FIG. 10 shows the distance from the ground element 42, the speed of the vehicle, and the braking force in the order from the top as in FIG. 3 described above (the horizontal axis is the time axis indicating time t).

  The vehicle passes through the ground unit 42 at time t = 0. The speed va at this time is v1 '. The pattern generator 13b starts calculating the target speed pattern vpt and calculates a speed command va * from the distance x.

  At this time, since the vehicle 50 is far from the target point, the speed command va * is large, so it is larger than the speed va. Therefore, the brake start determination unit 14a outputs 0 as the brake start flag Dec, and the brake force output command unit 17 outputs 0 as the brake force command τ *.

  When the time t is from 0 to t1 ', the braking force command τ * is 0, so the speed va is constant v1' and the distance x increases in proportion to the time.

  When reaching the point of distance x = x1 ′ where the speed va becomes equal to or greater than the speed command va * at time t1 ′, the brake start flag Dec that is the output of the brake start determination unit 14 becomes 1, and the brake force command output unit 17 The target brake force command τk is output as the force command τ *.

  Since the speed va is as high as v1 ′, the limited brake force command τa indicated by the broken line in FIG. 10 is a value near the maximum brake force τmax. The brake force selection unit 16 outputs the limited brake force command τa as the target brake force command τk when the limited brake force command τa is smaller than the maximum brake force τmax, and the maximum as the target brake force command τk when τa is equal to or greater than τmax. Brake force τmax is output.

  That is, even when the speed va is larger than the speed command va *, the mechanical brake 8 does not operate because the maximum brake force τmax is output as the brake force command τ *. Further, the speed deviation generated at this time is compensated after time t2 'described later.

  After the time t2 ', the maximum braking force τmax increases due to the decrease in the speed va. Therefore, even when the speed va is larger than the speed command va *, the limited braking force command τa becomes smaller than the maximum braking force τmax. Therefore, the target brake force command τk and the brake force command τ * become the limited brake force command τa, and the speed va is controlled to coincide with the speed command va *. The speed deviation produced from time t1 'to t2' is compensated here.

  Again, since the brake force command τ * is less than or equal to the maximum brake force τmax, the mechanical brake 8 does not operate.

  Since the speed va is controlled so as to match the speed pattern vpt after time t2 ', the distance x at which the vehicle 50 reaches the target point Q is xp, and va matches the speed limit vp.

  As described above, according to the operation control apparatus 1E of the present embodiment, the vehicle 50 can be controlled only by the electric brake 4 without the mechanical brake 8 being operated from the passage of the ground element 42 to the arrival of the target point Q. Is possible. In addition, since the vehicle can be stopped at the distance xp by setting the speed limit vp to 0, the operation control device 1E of the present embodiment can also stop the vehicle 50 at the target position.

  In this embodiment, the vpt is created by the pattern generator 13b. However, the vpt may be received from the ground unit, and the same effect can be obtained in this case.

  In addition, it is possible to control to reach the scheduled time by adopting a configuration in which the arrival time command tp * is received from the ground unit instead of the target brake force τ2.

BRIEF DESCRIPTION OF THE DRAWINGS Schematic block diagram which shows 1st Embodiment of the driving control apparatus which concerns on this invention with the vehicle by which it is mounted. The figure which shows the example of a characteristic of electric brake force. The figure which shows the specific operation example of the operation control apparatus of 1st Embodiment. The figure used for description of the function of a ground unit detector. The schematic block diagram which shows 2nd Embodiment of the driving control apparatus which concerns on this invention with the vehicle by which it is mounted. The schematic block diagram which shows 3rd Embodiment of the operation control apparatus which concerns on this invention with the vehicle by which it is mounted. The schematic block diagram which shows 4th Embodiment of the driving control apparatus which concerns on this invention with the vehicle by which it is mounted. The schematic block diagram which shows 5th Embodiment of the operation control apparatus which concerns on this invention with the vehicle by which it is mounted. The figure which shows an example of a target speed pattern. The figure which shows the specific operation example of the driving | running control apparatus of 5th Embodiment.

Explanation of symbols

1A, 1B, 1C, 1D, 1E ... Operation control devices 10A, 10B, 10C, 10D, 10E ... Operation control unit 2 ... Brake receiving unit 3 ... Electric brake force control device 4 ... Electric motor (electric brake)
DESCRIPTION OF SYMBOLS 8 ... Mechanical brake 12 ... Maximum brake force calculating part 13 ... Brake start point calculating part 13a ... Fixed-time brake start point calculating part 13b ... Pattern generating part 14 ... Brake start determining part 14a ... Brake start determining part 15 ... Constant brake force Calculation unit 15a ... brake force control unit 16 ... brake force selection unit 17 ... brake force command output unit 50 ... vehicle 102 ... display device 103 ... switch P ... brake operation start point Q ... target point

Claims (1)

Electric braking means in which the maximum braking force decreases as the vehicle speed increases in the high speed region;
Mechanical brake means;
In a vehicle comprising an operation control device that outputs a braking force required to pass or stop at a predetermined speed limit at a target point,
The vehicle according to claim 1, wherein the operation control device outputs a braking force equal to or less than a maximum braking force of the electric brake means as the necessary braking force.

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