JP2014033506A - Electric vehicle control device and electric vehicle - Google Patents

Electric vehicle control device and electric vehicle Download PDF

Info

Publication number
JP2014033506A
JP2014033506A JP2012171314A JP2012171314A JP2014033506A JP 2014033506 A JP2014033506 A JP 2014033506A JP 2012171314 A JP2012171314 A JP 2012171314A JP 2012171314 A JP2012171314 A JP 2012171314A JP 2014033506 A JP2014033506 A JP 2014033506A
Authority
JP
Japan
Prior art keywords
electric vehicle
speed
operating
vehicle
power reduction
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
JP2012171314A
Other languages
Japanese (ja)
Other versions
JP5957331B2 (en
Inventor
Hideaki Nameki
英明 行木
Michitaka Kanayama
道王 金山
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toshiba Corp
Original Assignee
Toshiba Corp
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Toshiba Corp filed Critical Toshiba Corp
Priority to JP2012171314A priority Critical patent/JP5957331B2/en
Publication of JP2014033506A publication Critical patent/JP2014033506A/en
Application granted granted Critical
Publication of JP5957331B2 publication Critical patent/JP5957331B2/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Landscapes

  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

PROBLEM TO BE SOLVED: To allow a reduction in transportation capacity to be suppressed while achieving a reduction in operation power of an electric vehicle.SOLUTION: An electric vehicle control device comprises: number of units in operation determination means 2 for determining a number of units in operation of a plurality of driving units driving an electric vehicle within a range satisfying a power reduction command corresponding to a speed of the electric vehicle indicated by speed information on the basis of the power reduction command instructing to reduce power associated with driving of the electric vehicle and the speed information of the electric vehicle input; and control command output means 3 for outputting a control command for driving the plurality of driving units according to the number of units in operation determined.

Description

本発明の実施形態は、電気車制御装置及び電気車に関する。   Embodiments described herein relate generally to an electric vehicle control device and an electric vehicle.

従来、架線からパンタグラフを通して供給される電力で走行する電気車(以下、車両)では、災害発生時などにおける電力の供給不足が生じた時、運行見合わせ後に運転を再開する時、過密運転時など、多数の車両の一斉力行が生じた際に電力需要に対する電力供給が不足することから、車両運転時の使用ノッチの制限を行い、運転電力の低減を図っている。   Conventionally, in an electric vehicle (hereinafter referred to as a vehicle) that runs on electric power supplied from an overhead line through a pantograph, when there is a shortage of power supply in the event of a disaster, when resuming operation after scheduled operation, during overcrowded operation, Since power supply for power demand is insufficient when simultaneous power running of many vehicles occurs, the notch used during vehicle operation is limited to reduce operating power.

特開平8−34267号公報JP-A-8-34267

使用ノッチの制限を行った場合には、運転電力の最大値を低減することができる。しかしながら、使用ノッチの制限によって力行時の加速性能が大幅に低下し、走行時間が長くなることから輸送力の低下を招くケースがある。また、運転電力の最大値は低下するが、加速時間が長くなることで電力量は逆に増加することがある。   When the use notch is limited, the maximum value of the operating power can be reduced. However, there are cases where the acceleration performance during power running is significantly reduced due to the limitation of the notch used, and the traveling time is prolonged, leading to a reduction in transportation power. Moreover, although the maximum value of operating electric power falls, electric energy may increase conversely because acceleration time becomes long.

上述した課題を解決するために、実施形態の電気車制御装置は、入力された、電気車の駆動にかかる電力の低減を指示する電力低減指令と、前記電気車の速度情報とに基づき、前記速度情報が示す前記電気車の速度に対応して、当該電気車を駆動する複数の駆動装置の稼働台数を、前記電力低減指令を満たす範囲で決定する稼働台数決定手段と、前記決定された稼働台数に従って前記複数の駆動装置を駆動させる制御指令を出力する制御指令出力手段と、を備える。   In order to solve the above-described problem, the electric vehicle control device according to the embodiment is based on the input power reduction instruction that instructs to reduce the electric power required for driving the electric vehicle and the speed information of the electric vehicle. Corresponding to the speed of the electric vehicle indicated by the speed information, the operating number determining means for determining the operating number of a plurality of driving devices that drive the electric vehicle within a range satisfying the power reduction command, and the determined operating Control command output means for outputting a control command for driving the plurality of drive devices in accordance with the number of units.

また、実施形態の電気車は、複数の駆動装置と、自車の駆動にかかる電力の低減を指示する電力低減指令の入力を受け付ける入力受付手段と、入力された、前記電力低減指令と、自車の速度情報とに基づき、前記速度情報が示す自車の速度に対応して、前記複数の駆動装置の稼働台数を、前記電力低減指令を満たす範囲で決定する稼働台数決定手段と、前記決定された稼働台数に従って前記複数の駆動装置を駆動させる制御指令を出力する制御指令出力手段と、を備える。   The electric vehicle according to the embodiment includes a plurality of driving devices, an input receiving unit that receives an input of a power reduction command that instructs to reduce the power required to drive the host vehicle, the input power reduction command, Based on the vehicle speed information, the number of operating units determining means for determining the number of operating units of the plurality of drive devices within a range satisfying the power reduction command corresponding to the speed of the host vehicle indicated by the speed information, and the determination Control command output means for outputting a control command for driving the plurality of drive devices according to the number of operating units.

図1は、第1の実施形態にかかる車両の構成を例示するブロック図である。FIG. 1 is a block diagram illustrating the configuration of a vehicle according to the first embodiment. 図2は、データテーブルの一例を示す概念図である。FIG. 2 is a conceptual diagram illustrating an example of a data table. 図3は、データテーブルの一例を示す概念図である。FIG. 3 is a conceptual diagram illustrating an example of a data table. 図4は、車両力行時の引張力特性の一例を示す図である。FIG. 4 is a diagram illustrating an example of tensile force characteristics during vehicle power running. 図5は、車両力行時の特性の一例を速度と電力の関係で示す図である。FIG. 5 is a diagram showing an example of characteristics during vehicle power running in relation to speed and power. 図6は、稼働台数ごとの電力特性の一例を示す図である。FIG. 6 is a diagram illustrating an example of power characteristics for each operating number. 図7は、稼働台数ごとの電力特性の一例を示す図である。FIG. 7 is a diagram illustrating an example of power characteristics for each operating number. 図8は、第2の実施形態にかかる車両の構成を例示するブロック図である。FIG. 8 is a block diagram illustrating the configuration of a vehicle according to the second embodiment. 図9は、ノッチ制限(2N)の場合のシミュレーション結果を示す図である。FIG. 9 is a diagram showing a simulation result in the case of notch limitation (2N). 図10は、通常走行と稼働台数を低減した場合のシミュレーション結果を示す図である。FIG. 10 is a diagram illustrating a simulation result when normal running and the number of operating machines are reduced. 図11は、通常走行と稼働台数を低減した場合のシミュレーション結果を示す図である。FIG. 11 is a diagram illustrating a simulation result when the normal traveling and the number of operating machines are reduced.

以下、添付図面を参照して実施形態の電気車制御装置、及び電気車を詳細に説明する。   Hereinafter, an electric car control device and an electric car according to embodiments will be described in detail with reference to the accompanying drawings.

[第1の実施形態]
図1は、第1の実施形態にかかる車両T1の構成を例示するブロック図である。図1に示すように、車両T1は、車両走行制御装置1と、インバータなどからなる駆動装置10と、制御指令伝送ネットワーク20と、表示装置30と、入力装置31と、主幹制御器40とを備える。
[First Embodiment]
FIG. 1 is a block diagram illustrating the configuration of a vehicle T1 according to the first embodiment. As shown in FIG. 1, a vehicle T1 includes a vehicle travel control device 1, a drive device 10 including an inverter, a control command transmission network 20, a display device 30, an input device 31, and a master controller 40. Prepare.

車両走行制御装置1は、主幹制御器40からのノッチ指令(制御指令)、車輪14と連動するタコジェネレータなどの速度センサ(図示しない)で検知された車両T1の車両速度、入力装置31から入力された電力低減指令をもとに、駆動装置10に制御指令を出力する。駆動装置10は、電動機制御装置11と電動機12とを有する。電動機制御装置11は、車両走行制御装置1から出力される制御指令に従って電動機12の駆動を制御する。電動機12は、電動機制御装置11の制御のもと、架線(図示しない)から供給される電力により、軌道を走行するための台車13の車輪14を駆動させる。   The vehicle travel control device 1 receives the notch command (control command) from the master controller 40, the vehicle speed of the vehicle T1 detected by a speed sensor (not shown) such as a tachometer linked to the wheels 14, and the input from the input device 31. Based on the received power reduction command, a control command is output to the drive device 10. The driving device 10 includes an electric motor control device 11 and an electric motor 12. The electric motor control device 11 controls the drive of the electric motor 12 in accordance with a control command output from the vehicle travel control device 1. The electric motor 12 drives the wheels 14 of the carriage 13 for traveling on the track with electric power supplied from an overhead wire (not shown) under the control of the electric motor control device 11.

ここで、本実施形態では、電動機制御装置11と4台の電動機12の組み合わせを一台の駆動装置10として数えるものとする。したがって、図1の例では、車両T1は1台の駆動装置10を備えている。なお、電動機制御装置11と電動機12との組み合わせは、図1の例に限定するものではない。例えば、図1の例では車両T1は一つの電動機制御装置11で4台の電動機12の駆動を制御する構成であるが、4台の電動機12の各々を4台の電動機制御装置11で制御する構成であってもよいことは言うまでもないことである。   Here, in this embodiment, the combination of the motor control device 11 and the four motors 12 is counted as one drive device 10. Therefore, in the example of FIG. 1, the vehicle T <b> 1 includes one drive device 10. The combination of the motor control device 11 and the motor 12 is not limited to the example of FIG. For example, in the example of FIG. 1, the vehicle T <b> 1 has a configuration in which the drive of four motors 12 is controlled by one motor control device 11, but each of the four motors 12 is controlled by four motor control devices 11. It goes without saying that the configuration may be adopted.

制御指令伝送ネットワーク20は、電気車内、及び連結する電気車の各車両間に跨って配設されたLAN(Local Area Network)幹線であり、車両T1の車内、及び車両T1と連結する他の車両である車両T2との間で接続する機器間のデータ伝送を行う。具体的には、制御指令伝送ネットワーク20は、車両走行制御装置1より出力される制御指令を、車両T1、及び車両T1に連結する各電気車の駆動装置10へ伝送する。   The control command transmission network 20 is a local area network (LAN) trunk line that is arranged in the electric vehicle and between the electric vehicles to be connected, and the other vehicle connected to the vehicle T1 and the vehicle T1. Data transmission between devices connected to the vehicle T2 is performed. Specifically, the control command transmission network 20 transmits the control command output from the vehicle travel control device 1 to the vehicle T1 and the driving device 10 of each electric vehicle connected to the vehicle T1.

表示装置30は、LCD(Liquid Crystal Display)等であり、運転士に情報表示を行うモニタ画面を有する。入力装置31は、電気車の駆動にかかる電力の低減を指示する電力低減指令を車両走行制御装置1へ入力する。具体的には、入力装置31は、運転士からの操作指示を受け付けるコンソールであってよい。電力低減指令は、例えば、電力需要の過大が予測された場合に、輸送指令から連絡を受けた運転士が入力装置31のコンソールを操作することで、車両走行制御装置1に入力してよい。また、入力装置31は、輸送指令から無線などを介して通知された電力低減指令を受信し、その受信した電力低減指令を車両走行制御装置1に入力してもよい。   The display device 30 is an LCD (Liquid Crystal Display) or the like, and has a monitor screen for displaying information to the driver. The input device 31 inputs a power reduction command for instructing a reduction in power required for driving the electric vehicle to the vehicle travel control device 1. Specifically, the input device 31 may be a console that receives an operation instruction from a driver. The power reduction command may be input to the vehicle travel control device 1 by operating the console of the input device 31 by a driver who has received a communication from the transport command when, for example, an excessive power demand is predicted. Further, the input device 31 may receive a power reduction command notified from the transportation command via radio or the like, and may input the received power reduction command to the vehicle travel control device 1.

また、入力装置31は、架線から供給される電圧を検知し、その検知した電圧が所定値以下に低減している場合に電力低減指令を作成し、作成した電力低減指令を車両走行制御装置1に入力してもよい。この場合、例えば、通常の運行時に想定される最低架線電圧に基づいて電力低減指令を作成するか否かを判断するための閾値を予め設定しておき、その閾値を架線電圧が下回った場合に電力低減指令を作成する。したがって、架線の電圧が低下した状況、すなわち駆動にかかる電力の低減を行う必要性がある状況に応じて、電力低減指令を車両走行制御装置1に入力することができる。   The input device 31 detects the voltage supplied from the overhead wire, creates a power reduction command when the detected voltage is reduced to a predetermined value or less, and uses the created power reduction command as the vehicle travel control device 1. May be entered. In this case, for example, when a threshold for determining whether or not to generate a power reduction command based on the lowest overhead line voltage assumed during normal operation is set in advance, and the overhead line voltage falls below that threshold Create a power reduction command. Therefore, it is possible to input a power reduction command to the vehicle travel control device 1 in accordance with a situation where the voltage of the overhead wire is lowered, that is, a situation where it is necessary to reduce the power required for driving.

車両走行制御装置1は、駆動装置稼働台数決定部2と、駆動装置制御指令決定部3とを備える。駆動装置稼働台数決定部2は、入力装置31より入力された電力低減指令と、車両T1の車両速度に基づき、その車両速度に応じて駆動装置10の稼働台数を決定する。   The vehicle travel control device 1 includes a drive device operating number determination unit 2 and a drive device control command determination unit 3. Based on the power reduction command input from the input device 31 and the vehicle speed of the vehicle T1, the drive device operation number determination unit 2 determines the number of drive devices 10 to be operated according to the vehicle speed.

駆動装置制御指令決定部3は、主幹制御器40からのノッチ指令と、駆動装置稼働台数決定部2が決定した駆動装置10の稼働台数に基づき、連結する各車両(車両T1、T2、…)の制御指令(ノッチ指令)と、稼働/停止指令とを作成する。なお、稼働/停止指令は、連結する車両の駆動装置10の総台数に対して、駆動装置稼働台数決定部2が決定した駆動装置10の稼働台数分の稼働指令が作成され、総台数から稼働台数を差し引いた台数分の停止指令が作成される。ここで、連結する車両の駆動装置10の総台数については、制御指令伝送ネットワーク20を介した通信によって、事前に収集しておくものとする。次いで、駆動装置制御指令決定部3は、稼働させる駆動装置10に稼働指令とノッチ指令を、停止させる駆動装置10に停止指令を送信する。駆動装置制御指令決定部3は、一部の駆動装置10に負荷が集中しないよう、例えば、稼働時間の積算値が小さい駆動装置10から順に稼働台数分を選択するような方式で稼働させる駆動装置10と、停止させる駆動装置10との分配を行なってもよい。なお、上記稼働時間は、駆動装置10が運用されてからの稼働時間の累計、または1日や1ヶ月などの所定期間における稼働時間の累計を保持し、これを利用することができる。   The drive device control command determination unit 3 connects each vehicle (vehicles T1, T2,...) Based on the notch command from the master controller 40 and the number of drive devices 10 determined by the drive device operation number determination unit 2. Control commands (notch commands) and operation / stop commands are created. The operation / stop command is generated for the total number of drive devices 10 of the vehicles to be connected, and the operation command for the number of drive devices 10 determined by the drive device operation number determination unit 2 is created. Stop commands are created for the number of units minus the number of units. Here, it is assumed that the total number of drive devices 10 of vehicles to be connected is collected in advance by communication via the control command transmission network 20. Next, the drive device control command determination unit 3 transmits an operation command and a notch command to the drive device 10 to be operated, and a stop command to the drive device 10 to be stopped. The drive device control command determination unit 3 is operated in such a manner that, for example, the number of operating devices is selected in order from the drive device 10 with the smallest integrated operation time so that the load is not concentrated on some of the drive devices 10. 10 and the drive device 10 to be stopped may be distributed. In addition, the said operation time can hold | maintain and use the total of the operation time since the drive device 10 was operate | used, or the total of the operation time in predetermined periods, such as one day or one month.

各駆動装置10は、制御指令伝送ネットワーク20を介して駆動装置制御指令決定部3から送信される制御指令と、稼働/停止指令とを受信し、受信した指令に基づいて電動機12を稼働又は停止させる。これにより、車両T1、T2…の車両編成全体として、電力低減指令に応じた駆動装置10の稼働台数で運転されることから、駆動にかかる電力のピークを低減することができる。   Each drive device 10 receives a control command and an operation / stop command transmitted from the drive device control command determination unit 3 via the control command transmission network 20, and operates or stops the motor 12 based on the received command. Let As a result, the entire vehicle organization of the vehicles T1, T2,... Is operated with the number of drive devices 10 operating according to the power reduction command, so that it is possible to reduce the power peak for driving.

ここで、電力低減指令に応じて駆動装置10の台数を変更して運転する状況は特殊な運転状況であることから、その特殊な運転状況を運転士が認識できることが重要である。したがって、駆動装置稼働台数決定部2は、電力低減指令に従った制御(稼働台数の変更)が実行中であることを表示装置30のモニタ画面に表示する。また、車両走行制御装置1は、運転士に音声で報知する音声出力装置を備え、電力低減指令を車両走行制御装置1が受け付けた場合に、アラームなどの音声を併用して運転士に報知してもよい。また、稼働台数を低減した運転では、走行区間で出し得る最高速度が低下したり、走行時間の延びが発生することから、稼働台数ごとに、どの程度の速度低下となるか、どの程度の走行時間の延びが発生するかを予めシミュレーションで評価しておき、駆動装置稼働台数決定部2が決定した稼働台数での速度低下、及び走行時間の延びを支援情報として表示装置30のモニタ画面に表示してもよい。   Here, since the situation where the number of drive devices 10 is changed in accordance with the power reduction command is a special driving situation, it is important that the driver can recognize the special driving situation. Therefore, the drive device operation number determination unit 2 displays on the monitor screen of the display device 30 that control (change of the operation number) according to the power reduction command is being executed. In addition, the vehicle travel control device 1 includes a voice output device that informs the driver by voice, and when the vehicle travel control device 1 receives a power reduction command, the vehicle travel control device 1 also informs the driver using a sound such as an alarm. May be. In operation with a reduced number of operating units, the maximum speed that can be achieved in the traveling section decreases and the traveling time increases, so how much speed decreases for each operating unit and how much traveling It is evaluated in advance whether or not the time increase occurs by simulation, and the decrease in speed and the increase in travel time are displayed on the monitor screen of the display device 30 as support information. May be.

ここで、駆動装置稼働台数決定部2の具体的な動作について説明する。駆動装置稼働台数決定部2は、入力される電力低減指令に対応して、駆動装置10の稼働台数を変更する速度域(閾値)と、稼働台数との関係を記録したデータテーブルを、現在の車両速度をもとに参照して、駆動装置10の稼働台数を決定する。   Here, a specific operation of the drive device operating number determination unit 2 will be described. In response to the input power reduction command, the drive device operation number determination unit 2 stores a current data table in which the relationship between the operation range and the speed range (threshold) for changing the operation number of the drive device 10 is recorded. With reference to the vehicle speed, the number of drive devices 10 to be operated is determined.

図2は、データテーブルD1の一例を示す概念図である。駆動装置稼働台数決定部2は、図2に示すようなデータテーブルD1を予めROM(Read Only Memory)に記憶しておき、現在の車両速度でデータテーブルD1を参照することで、車両速度が稼働台数変更開始速度に達したか否かを判定して稼働台数の決定を行う。図2の例では、車両速度が速度V1以下であればnt(全台数)を稼働する。そして、車両速度が速度V1を超えた場合は、稼働台数をn1(nt>n1)に変更して、稼働台数を減少させる。さらに車両速度が増加して速度V2を超えた場合は、稼働台数をnt(全台数)に戻す。なお、上記説明では、「車両速度が速度V1以下」、「車両速度が速度V1を超えた」、および「車両速度が増加して速度V2を超えた」と説明しているが、それぞれ、「車両速度が速度V1未満」、「車両速度が速度V1以上となった」、および「車両速度が増加して速度V2以上となった」とすることも可能である。   FIG. 2 is a conceptual diagram showing an example of the data table D1. The drive device operation number determination unit 2 stores a data table D1 as shown in FIG. 2 in a ROM (Read Only Memory) in advance, and refers to the data table D1 at the current vehicle speed, so that the vehicle speed is activated. It is determined whether the number change start speed has been reached or not, and the number of operating units is determined. In the example of FIG. 2, if the vehicle speed is equal to or lower than the speed V1, nt (total number) is operated. When the vehicle speed exceeds the speed V1, the operating number is changed to n1 (nt> n1), and the operating number is decreased. Further, when the vehicle speed increases and exceeds the speed V2, the operating number is returned to nt (total number). In the above description, “the vehicle speed is equal to or lower than the speed V1”, “the vehicle speed exceeds the speed V1”, and “the vehicle speed increases and exceeds the speed V2” are described. It is also possible that “the vehicle speed is less than the speed V1”, “the vehicle speed has become the speed V1 or more”, and “the vehicle speed has increased to become the speed V2 or more”.

なお、電力低減指令は、電力低減の必要性の度合いに応じて、最大電力からの低減率(電力低減率)などでレベル分けしてもよい。図3は、データテーブルD2の一例を示す概念図である。図3に示すように、電力低減率でレベル分けを行う場合は、電力低減率(R1〜R3)ごとに上述したデータテーブルを用意する。   Note that the power reduction command may be classified according to a reduction rate from the maximum power (power reduction rate) or the like according to the degree of necessity of power reduction. FIG. 3 is a conceptual diagram showing an example of the data table D2. As shown in FIG. 3, when performing level division based on the power reduction rate, the above-described data table is prepared for each power reduction rate (R1 to R3).

以下、駆動装置稼働台数決定部2が稼働台数を決定する際に参照するデータテーブルD1、D2の詳細について説明する。図4は、車両力行時の引張力特性の一例を示す図である。図5は、車両力行時の特性の一例を速度と電力の関係で示す図である。図5から明らかなように、4N(ノッチ)と3Nとを比較すると、電力のピークは同一であるため、使用ノッチを3Nに制限しても電力のピークは変わらない。電力のピークを低減するためには使用ノッチを2Nに制限する必要があるが、図4に示したように、2Nでは中高速域の引張力が小さいため、加速性能が低下し、走行時間が延びる場合がある。したがって、車両走行制御装置1では、ノッチ制限を行う代わりに、稼働台数を減らすことによって電力のピークを低減する。   Hereinafter, details of the data tables D1 and D2 that are referred to when the drive device operation number determination unit 2 determines the operation number will be described. FIG. 4 is a diagram illustrating an example of tensile force characteristics during vehicle power running. FIG. 5 is a diagram showing an example of characteristics during vehicle power running in relation to speed and power. As is clear from FIG. 5, when 4N (notch) is compared with 3N, the power peak is the same. Therefore, even if the use notch is limited to 3N, the power peak does not change. In order to reduce the peak of electric power, it is necessary to limit the notch to be used to 2N. However, as shown in FIG. May extend. Therefore, in the vehicle travel control device 1, instead of performing notch restriction, the peak of electric power is reduced by reducing the number of operating units.

ここで、駆動装置稼働台数決定部2が稼働台数を決定する際に参照するデータテーブルD1、D2の具体的な作成手順について説明する。図6、7は、稼働台数ごとの力行特性の一例を示す図である。図6、7の各グラフは、4Nにおいて、稼働台数(nt:全台数、n1台、n2台、n3台)ごとの力行特性を速度と電力の関係で示している。台数の大小関係は、nt>n1>n2>n3である。ここで、図6に示すように、目標とする電力低減率がR2の場合、R2に相当する電力リミットを超えない範囲で電力が最大となる稼働台数を選択する。すなわち、車両速度が速度V1以下の場合は全台数nt、車両速度が速度V1を超え、速度V2以下の場合は台数n1、車両速度が速度V2を超え、速度V3以下の場合は台数n2、車両速度が速度V3を超え、速度V4以下の場合は台数n1、車両速度が速度V4を超えた場合は全台数ntを稼働する。このように速度に応じて稼働台数を決定することで、各速度域において、所定の電力ピーク以下で最大限の電力(動力に相当)を確保できるため、加速性能を大幅に低下させることなく、電力ピークを低減することができる。   Here, a specific creation procedure of the data tables D1 and D2 referred to when the drive device operation number determination unit 2 determines the operation number will be described. 6 and 7 are diagrams illustrating an example of a power running characteristic for each operating number. Each graph of FIGS. 6 and 7 shows the power running characteristics for each operating number (nt: total number, n1, n2, n3) in 4N in relation to speed and power. The magnitude relationship between the numbers is nt> n1> n2> n3. Here, as shown in FIG. 6, when the target power reduction rate is R2, the number of operating units that maximizes the power within a range not exceeding the power limit corresponding to R2 is selected. That is, when the vehicle speed is V1 or less, the total number nt, the vehicle speed exceeds the speed V1, the number n1 when the vehicle speed is less than V2, the number n2 when the vehicle speed exceeds the speed V2 and the speed V3 or less, the vehicle When the speed exceeds the speed V3 and is equal to or less than the speed V4, the number n1 is operated, and when the vehicle speed exceeds the speed V4, all the numbers nt are operated. By determining the number of operating units according to the speed in this way, the maximum power (corresponding to power) can be secured below the predetermined power peak in each speed range, so that the acceleration performance is not significantly reduced, The power peak can be reduced.

なお、勾配に応じた均衡ノッチでほぼ一定の速度を保持して走行しているような場合で、かつ、稼働台数を切り替える速度域付近で走行している場合、稼働台数の切り替えが高頻度で発生する可能性がある。この高頻度な切り替えを防止するため、稼働台数の増加や減少時の切り替え条件に差異を持たせるなどして、頻繁な稼働台数の切り替えを抑制することが望ましい。具体的には、稼働台数の変更を判定するための速度は、車両速度が上昇する場合と、車両速度が下降する場合との間に一定の幅を持たせるようにする。   In addition, when the vehicle is running at an almost constant speed with a balanced notch corresponding to the slope, and when running near the speed range where the number of units to be operated is switched, the number of units in operation is frequently switched. May occur. In order to prevent this frequent switching, it is desirable to suppress frequent switching of the number of operating units, for example, by making a difference in switching conditions when the number of operating units increases or decreases. Specifically, the speed for determining the change in the number of operating units is set to have a certain width between when the vehicle speed increases and when the vehicle speed decreases.

例えば、図7に示すように、車両速度が上昇する場合は、速度V1を超過したら全台数ntから台数n1に変更する。また、車両速度が下降する場合は、速度V1aを下回ったら台数n1から全台数ntに変更する。同様に、速度V2を超過したら台数n1から全台数ntに変更する。また、車両速度が下降する場合は、速度V2aを下回ったら全台数ntから台数n1に変更する。速度V1と速度V1aの隔離、速度V2と速度V2aの隔離は、一定の速度を保持して走行する際の速度のばらつきを考慮して設定する。   For example, as shown in FIG. 7, when the vehicle speed increases, if the speed V1 is exceeded, the total number nt is changed to the number n1. Further, when the vehicle speed decreases, the number n1 is changed to the total number nt when the vehicle speed falls below the speed V1a. Similarly, when the speed V2 is exceeded, the number n1 is changed to the total number nt. Further, when the vehicle speed decreases, if the vehicle speed falls below the speed V2a, the total number nt is changed to the number n1. The separation between the speed V1 and the speed V1a and the separation between the speed V2 and the speed V2a are set in consideration of speed variation when traveling while maintaining a constant speed.

[第2の実施形態]
上述した第1の実施形態では、主幹制御器40による運転士の手動運転の場合を例示したが、自動列車運転装置などによる自動運転も同様に電力低減を実現できる。図8は、第2の実施形態にかかる車両T1aの構成を例示するブロック図である。図8に示すように、車両T1aは、主幹制御器40からの指令が自動列車運転装置50からの指令に置き換わっている点と、車両走行制御装置1から自動列車運転装置50に対し、駆動装置稼働台数決定部2が決定した稼働台数を送信するようにした点以外は、図1の車両T1と同様の構成である。
[Second Embodiment]
In the first embodiment described above, the case of manual operation of the driver by the master controller 40 has been exemplified, but automatic operation by an automatic train operation device or the like can similarly realize power reduction. FIG. 8 is a block diagram illustrating the configuration of a vehicle T1a according to the second embodiment. As shown in FIG. 8, the vehicle T <b> 1 a is a driving device for the point that the command from the master controller 40 is replaced with the command from the automatic train operation device 50, and to the automatic train operation device 50 from the vehicle travel control device 1. The configuration is the same as that of the vehicle T1 in FIG. 1 except that the operating number determined by the operating number determination unit 2 is transmitted.

自動列車運転装置50では、制御指令を仮定して車両の挙動を予測し、予測した結果に基づいて制御指令を決定する場合がある。制御指令に対する車両の挙動は、駆動装置10の稼働台数によって異なるため、予測に基づいた制御を行う場合は、駆動装置10側で車両走行制御装置1による稼働台数の変更状況を把握しておく必要がある。したがって、車両走行制御装置1により電力制限指令に応じた制御を実施している際に、駆動装置稼働台数決定部2は、決定した稼働台数を自動列車運転装置50に送信し、自動列車運転装置50にて稼働台数に応じた車両挙動の予測ができるようにする。   In the automatic train driving device 50, the behavior of the vehicle is predicted assuming the control command, and the control command may be determined based on the predicted result. Since the behavior of the vehicle with respect to the control command varies depending on the number of operating driving devices 10, when performing control based on the prediction, it is necessary to grasp the change in the operating number of the vehicle traveling control device 1 on the driving device 10 side. There is. Therefore, when the vehicle travel control device 1 performs control according to the power limit command, the drive device operation number determination unit 2 transmits the determined operation number to the automatic train operation device 50, and the automatic train operation device. At 50, the vehicle behavior corresponding to the number of operating vehicles can be predicted.

自動列車運転装置50からの制御指令は、図1の場合と同様に、駆動装置制御指令決定部3に送信される。駆動装置制御指令決定部3は、自動列車運転装置50からの制御指令と、駆動装置稼働台数決定部2が決定した稼働台数とに基づき、連結する各車両(車両T1a、T2、…)の制御指令(ノッチ指令)と、稼働/停止指令とを作成する。次いで、駆動装置制御指令決定部3は、稼働させる駆動装置10に稼働指令とノッチ指令を、停止させる駆動装置10に停止指令を送信する。   The control command from the automatic train operation device 50 is transmitted to the drive device control command determination unit 3 as in the case of FIG. The drive device control command determination unit 3 controls each vehicle (vehicles T1a, T2,...) To be connected based on the control command from the automatic train operation device 50 and the number of operation units determined by the drive device operation number determination unit 2. A command (notch command) and an operation / stop command are created. Next, the drive device control command determination unit 3 transmits an operation command and a notch command to the drive device 10 to be operated, and a stop command to the drive device 10 to be stopped.

各駆動装置10は、制御指令伝送ネットワーク20を介して駆動装置制御指令決定部3から送信される制御指令と、稼働/停止指令とを受信し、受信した指令に基づいて電動機12を稼働又は停止させる。これにより、車両T1a、T2…の車両編成全体として、電力低減指令に応じた駆動装置10の稼働台数で運転されることから、自動運転の場合も同様に、駆動にかかる電力のピークを低減することができる。   Each drive device 10 receives a control command and an operation / stop command transmitted from the drive device control command determination unit 3 via the control command transmission network 20, and operates or stops the motor 12 based on the received command. Let As a result, since the entire vehicle organization of the vehicles T1a, T2,... Is operated with the number of operating drive units 10 according to the power reduction command, similarly, in the case of automatic driving, the peak of power applied to driving is reduced. be able to.

なお、稼働台数の決定条件である速度範囲と稼働台数の関係(前述したデータテーブルD1、D2)は、自動列車運転装置50側でも保持しておき、車両走行制御装置1からは電力低減指令のみを送信するようにしてもよい。また、車両T1aでは、自動列車運転装置50を車両走行制御装置1とは別個の装置とする構成を例示したが、車両走行制御装置1内に自動列車運転装置50としての機能を持つようにしてもよい。   Note that the relationship between the speed range and the number of operating units (the data tables D1 and D2 described above), which is a condition for determining the number of operating units, is also maintained on the automatic train operating device 50 side, and only a power reduction command is issued from the vehicle travel control device 1. May be transmitted. Further, in the vehicle T1a, the configuration in which the automatic train driving device 50 is a separate device from the vehicle travel control device 1 is exemplified, but the vehicle travel control device 1 has a function as the automatic train operation device 50. Also good.

次に、上述した実施形態にかかるシミュレーション結果を説明する。このシミュレーションは、図4及び図5に示した力行特性を持つ車両を想定して行った。   Next, simulation results according to the above-described embodiment will be described. This simulation was performed assuming a vehicle having the power running characteristics shown in FIGS.

先ず、従来方式であるノッチ制限(2N)の場合のシミュレーション結果を説明する。図9は、ノッチ制限(2N)の場合のシミュレーション結果を示す図である。なお、通常走行とノッチ制限(2N)とを行った場合、いずれのケースでも力行オフの速度は同じとした。図9に示すように、ノッチ制限を行った場合は、ノッチ制限のない通常走行に比べて電力のピークは23%低減されたが、中高速域の引張力が小さいため、加速に時間がかかり、走行時間は8%増加した。また、長時間にわたる加速により電力量も9%増加した。   First, a simulation result in the case of notch restriction (2N) which is a conventional method will be described. FIG. 9 is a diagram showing a simulation result in the case of notch limitation (2N). In addition, when normal driving | running | working and notch restriction | limiting (2N) were performed, the speed of power running OFF was made the same in any case. As shown in FIG. 9, when the notch restriction was performed, the power peak was reduced by 23% compared to the normal running without the notch restriction, but it took a long time to accelerate because the tensile force in the medium and high speed range was small. The driving time increased by 8%. In addition, the amount of power increased by 9% due to acceleration over a long period of time.

次に、駆動装置10の稼働台数変更による電力低減のシミュレーション結果を説明する。図10は、通常走行と稼働台数を低減した場合のシミュレーション結果を示す図である。なお、通常走行と稼働台数変更(低減)とを行った場合、いずれのケースでも力行オフの速度は同じとした。図10に示すように、稼働台数低減では、電力のピークが25%低減され、走行時間の延びも約3%であった。また、電力量の増加も約3%であった。図9のノッチ制限を行った場合に比べると、電力ピークの低減率が同程度なのに対し、走行時間の延び、電力量の増加ともに小さくて済んでいる。すなわち、走行時間の延びを抑制しつつ電力のピークを低減できていることがわかる。   Next, a simulation result of power reduction by changing the number of operating drive units 10 will be described. FIG. 10 is a diagram illustrating a simulation result when normal running and the number of operating machines are reduced. In addition, when carrying out normal driving | running | working and operation number change (reduction), the speed of the power running off was made the same in any case. As shown in FIG. 10, when the number of operating units was reduced, the power peak was reduced by 25%, and the increase in travel time was about 3%. The increase in power consumption was about 3%. Compared with the case where the notch restriction of FIG. 9 is performed, the reduction rate of the power peak is about the same, but the travel time is increased and the amount of power increase is small. That is, it can be seen that the peak of electric power can be reduced while suppressing an increase in travel time.

また、稼働台数の変更だけでなく、最高速度を低減した場合のシミュレーション結果を説明する。図11は、通常走行と稼働台数を低減した場合のシミュレーション結果を示す図である。図11に示すように、このシミュレーションでは、稼働台数を変更して電力ピークの低減を図るとともに、通常走行に対し力行オフ速度を5km/h下げている。電力ピークの低減は、図10のケースと同じ25%であるが、力行オフ速度を低減することによって、電力量は通常走行と比べて11%減となった。走行時間の延びも、約6%であり、ノッチ制限を行った場合よりも小さかった。すなわち、ノッチ制限を行った場合に比べて、短い走行時間で同等以上の電力ピークの低減を達成し、さらに電力量の大幅な低減を実現できていた。   In addition to the change in the number of operating units, simulation results when the maximum speed is reduced will be described. FIG. 11 is a diagram illustrating a simulation result when the normal traveling and the number of operating machines are reduced. As shown in FIG. 11, in this simulation, the number of operating units is changed to reduce the power peak, and the power running off speed is lowered by 5 km / h with respect to the normal running. The reduction of the power peak is 25%, which is the same as in the case of FIG. 10, but by reducing the power running off speed, the amount of power is reduced by 11% compared to the normal running. The increase in running time was also about 6%, which was smaller than when notch restriction was performed. In other words, compared with the case where notch restriction is performed, the power peak can be reduced more than equivalently in a shorter travel time, and the power consumption can be greatly reduced.

なお、本発明は、上記実施形態そのままに限定されるものではなく、実施段階ではその要旨を逸脱しない範囲で構成要素を変形して具体化することができる。また、上記実施形態に開示されている複数の構成要素の適宜な組み合わせにより、種々の発明を形成することができる。例えば、実施形態に示される全構成要素からいくつかの構成要素を削除してもよい。さらに、異なる実施形態にわたる構成要素を適宜組み合わせても良い。   Note that the present invention is not limited to the above-described embodiment as it is, and can be embodied by modifying the constituent elements without departing from the scope of the invention in the implementation stage. Moreover, various inventions can be formed by appropriately combining a plurality of constituent elements disclosed in the embodiment. For example, some components may be deleted from all the components shown in the embodiment. Furthermore, the constituent elements over different embodiments may be appropriately combined.

1…車両走行制御装置、2…駆動装置稼働台数決定部、3…駆動装置制御指令決定部、10…駆動装置、11…電動機制御装置、12…電動機、13…台車、14…車輪、20…制御指令伝送ネットワーク、30…表示装置、31…入力装置、40…主幹制御器、50…自動列車運転装置、D1、D2…データテーブル、R1〜R3…電力低減率、T1、T1a、T2…車両、V1、V1a、V2、V2a、V3、V4…速度   DESCRIPTION OF SYMBOLS 1 ... Vehicle travel control apparatus, 2 ... Drive device operating number determination part, 3 ... Drive apparatus control command determination part, 10 ... Drive apparatus, 11 ... Electric motor control apparatus, 12 ... Electric motor, 13 ... Dolly, 14 ... Wheel, 20 ... Control command transmission network, 30 ... display device, 31 ... input device, 40 ... master controller, 50 ... automatic train operation device, D1, D2 ... data table, R1-R3 ... power reduction rate, T1, T1a, T2 ... vehicle , V1, V1a, V2, V2a, V3, V4 ... speed

Claims (10)

入力された、電気車の駆動にかかる電力の低減を指示する電力低減指令と、前記電気車の速度情報とに基づき、前記速度情報が示す前記電気車の速度に対応して、当該電気車を駆動する複数の駆動装置の稼働台数を、前記電力低減指令を満たす範囲で決定する稼働台数決定手段と、
前記決定された稼働台数に従って前記複数の駆動装置を駆動させる制御指令を出力する制御指令出力手段と、
を備える電気車制御装置。
Based on the input electric power reduction command for instructing reduction of electric power for driving the electric vehicle and the speed information of the electric vehicle, the electric vehicle is set in correspondence with the speed of the electric vehicle indicated by the speed information. An operating number determining means for determining the operating number of a plurality of driving devices to be driven within a range satisfying the power reduction command;
Control command output means for outputting a control command for driving the plurality of driving devices according to the determined number of operating units;
An electric vehicle control device comprising:
前記稼働台数決定手段は、前記電力低減指令に対応した前記複数の駆動装置の稼働台数を変更する速度域と、当該稼働台数との関係を記録したデータテーブルを、前記電気車の速度をもとに参照して、前記電気車を駆動する複数の駆動装置の稼働台数を決定する、
請求項1に記載の電気車制御装置。
The operating number determination means is based on the speed of the electric vehicle based on a data table in which a relationship between the operating range and the operating number of the plurality of drive devices corresponding to the power reduction command is changed and the operating number. To determine the number of operating units of the plurality of drive devices that drive the electric vehicle,
The electric vehicle control device according to claim 1.
前記複数の駆動装置の稼働台数を変更する速度域は、前記電気車の速度が上昇する場合と、前記電気車の速度が下降する場合との間に幅を有する、
請求項2に記載の電気車制御装置。
The speed range for changing the number of operating units of the plurality of drive devices has a width between when the speed of the electric vehicle increases and when the speed of the electric vehicle decreases.
The electric vehicle control device according to claim 2.
架線から供給される電圧を検知し、当該検知した電圧に基づいて前記電力低減指令を作成する作成手段を更に備え、
前記稼働台数決定手段は、前記作成された電力低減指令の入力に基づいて、当該電力低減指令を満たす範囲の前記電気車を駆動する複数の駆動装置の稼働台数を決定する、
請求項1乃至3のいずれか一項に記載の電気車制御装置。
It further comprises a creating means for detecting a voltage supplied from the overhead line and creating the power reduction command based on the detected voltage.
The operating number determination means determines the operating number of a plurality of driving devices that drive the electric vehicle in a range that satisfies the power reduction command based on the input of the created power reduction command.
The electric vehicle control device according to any one of claims 1 to 3.
連結された他の電気車と通信する通信手段を更に備え、
前記制御指令出力手段は、前記決定された稼働台数に従った前記複数の駆動装置を駆動させる制御指令を、前記連結された他の電気車に出力する、
請求項1乃至4のいずれか一項に記載の電気車制御装置。
A communication means for communicating with another connected electric vehicle;
The control command output means outputs a control command for driving the plurality of driving devices according to the determined number of operating units to the other connected electric vehicles.
The electric vehicle control apparatus as described in any one of Claims 1 thru | or 4.
複数の駆動装置と、
自車の駆動にかかる電力の低減を指示する電力低減指令の入力を受け付ける入力受付手段と、
入力された、前記電力低減指令と、自車の速度情報とに基づき、前記速度情報が示す自車の速度に対応して、前記複数の駆動装置の稼働台数を、前記電力低減指令を満たす範囲で決定する稼働台数決定手段と、
前記決定された稼働台数に従って前記複数の駆動装置を駆動させる制御指令を出力する制御指令出力手段と、
を備える電気車。
A plurality of drive devices;
An input receiving means for receiving an input of a power reduction command for instructing a reduction in power required for driving the host vehicle;
Based on the input power reduction command and the speed information of the host vehicle, a range that satisfies the power reduction command in accordance with the speed of the host vehicle indicated by the speed information. The number of operating units determined in
Control command output means for outputting a control command for driving the plurality of driving devices according to the determined number of operating units;
Electric car with
前記稼働台数決定手段は、前記電力低減指令に対応した前記複数の駆動装置の稼働台数を変更する速度域と、当該稼働台数との関係を記録したデータテーブルを自車の速度をもとに参照して、前記複数の駆動装置の稼働台数を決定する、
請求項6に記載の電気車。
The operating number determination means refers to a data table that records a relationship between a speed range for changing the operating number of the plurality of drive units corresponding to the power reduction command and the operating number based on the speed of the own vehicle. And determining the number of operating units of the plurality of drive units,
The electric vehicle according to claim 6.
前記複数の駆動装置の稼働台数を変更する速度域は、自車の速度が上昇する場合と、自車の速度が下降する場合との間に幅を有する、
請求項7に記載の電気車。
The speed range for changing the number of operating units of the plurality of drive devices has a width between a case where the speed of the own vehicle increases and a case where the speed of the own vehicle decreases.
The electric vehicle according to claim 7.
架線から供給される電圧を検知し、当該検知した電圧に基づいて前記電力低減指令を作成する作成手段を更に備え、
前記稼働台数決定手段は、前記作成された電力低減指令の入力に基づいて、当該電力低減指令を満たす範囲の前記複数の駆動装置の稼働台数を決定する、
請求項6乃至8のいずれか一項に記載の電気車。
It further comprises a creating means for detecting a voltage supplied from the overhead line and creating the power reduction command based on the detected voltage.
The operating number determining means determines the operating number of the plurality of drive devices in a range satisfying the power reduction command based on the input of the created power reduction command.
The electric vehicle according to any one of claims 6 to 8.
連結された他の電気車と通信する通信手段を更に備え、
前記制御指令出力手段は、前記決定された稼働台数に従った前記複数の駆動装置を駆動させる制御指令を、前記連結された他の電気車に出力する、
請求項6乃至9のいずれか一項に記載の電気車。
A communication means for communicating with another connected electric vehicle;
The control command output means outputs a control command for driving the plurality of driving devices according to the determined number of operating units to the other connected electric vehicles.
The electric vehicle according to any one of claims 6 to 9.
JP2012171314A 2012-08-01 2012-08-01 Electric vehicle control device and electric vehicle Active JP5957331B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2012171314A JP5957331B2 (en) 2012-08-01 2012-08-01 Electric vehicle control device and electric vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2012171314A JP5957331B2 (en) 2012-08-01 2012-08-01 Electric vehicle control device and electric vehicle

Publications (2)

Publication Number Publication Date
JP2014033506A true JP2014033506A (en) 2014-02-20
JP5957331B2 JP5957331B2 (en) 2016-07-27

Family

ID=50282947

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2012171314A Active JP5957331B2 (en) 2012-08-01 2012-08-01 Electric vehicle control device and electric vehicle

Country Status (1)

Country Link
JP (1) JP5957331B2 (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015198544A (en) * 2014-04-03 2015-11-09 株式会社日立製作所 drive system
WO2017216931A1 (en) * 2016-06-16 2017-12-21 三菱電機株式会社 Vehicle control device and vehicle control system
JP2020127278A (en) * 2019-02-04 2020-08-20 株式会社豊田自動織機 Omnidirectional moving dolly

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH04161004A (en) * 1990-10-24 1992-06-04 Toshiba Corp Inverter controller for electric motor vehicle
JPH05252601A (en) * 1992-03-04 1993-09-28 Hitachi Ltd Controller for electric locomotive
JPH05344611A (en) * 1992-06-05 1993-12-24 Toshiba Corp Operation control device for vehicle
JPH07308004A (en) * 1994-05-12 1995-11-21 Hitachi Ltd Controller for electric vehicle
JP2002281611A (en) * 2001-03-16 2002-09-27 Toshiba Corp Automatic control device
JP2003164004A (en) * 2001-11-27 2003-06-06 Central Japan Railway Co System and method for notch control for power car train set
JP2007325338A (en) * 2006-05-30 2007-12-13 Railway Technical Res Inst Fixed-speed running control method and controller
JP4713690B2 (en) * 2009-08-17 2011-06-29 三菱電機株式会社 Electric vehicle power converter

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH04161004A (en) * 1990-10-24 1992-06-04 Toshiba Corp Inverter controller for electric motor vehicle
JPH05252601A (en) * 1992-03-04 1993-09-28 Hitachi Ltd Controller for electric locomotive
JPH05344611A (en) * 1992-06-05 1993-12-24 Toshiba Corp Operation control device for vehicle
JPH07308004A (en) * 1994-05-12 1995-11-21 Hitachi Ltd Controller for electric vehicle
JP2002281611A (en) * 2001-03-16 2002-09-27 Toshiba Corp Automatic control device
JP2003164004A (en) * 2001-11-27 2003-06-06 Central Japan Railway Co System and method for notch control for power car train set
JP2007325338A (en) * 2006-05-30 2007-12-13 Railway Technical Res Inst Fixed-speed running control method and controller
JP4713690B2 (en) * 2009-08-17 2011-06-29 三菱電機株式会社 Electric vehicle power converter

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015198544A (en) * 2014-04-03 2015-11-09 株式会社日立製作所 drive system
WO2017216931A1 (en) * 2016-06-16 2017-12-21 三菱電機株式会社 Vehicle control device and vehicle control system
JPWO2017216931A1 (en) * 2016-06-16 2018-11-01 三菱電機株式会社 Vehicle control apparatus and vehicle control system
JP2020127278A (en) * 2019-02-04 2020-08-20 株式会社豊田自動織機 Omnidirectional moving dolly
JP7196651B2 (en) 2019-02-04 2022-12-27 株式会社豊田自動織機 Omnidirectional mobile trolley

Also Published As

Publication number Publication date
JP5957331B2 (en) 2016-07-27

Similar Documents

Publication Publication Date Title
JP4642083B2 (en) Electric car brake control device
CN102145661B (en) Electric propulsion system
JP5338856B2 (en) Vehicle control device
AU2010256020A1 (en) Energy-saving operation of rail vehicles having at least two drive units
JP4896279B1 (en) Train information management apparatus and train information management method
JP5839045B2 (en) Hybrid car
US9758055B2 (en) Control system for hybrid vehicle
JP5957331B2 (en) Electric vehicle control device and electric vehicle
JP2006325316A (en) Electric vehicle controller
US8612110B2 (en) Traveling vehicle system and traveling control method
JP2013243878A (en) Electricity storage control apparatus of vehicle
JP6289187B2 (en) Train operation control system, on-board device, and train operation control method
WO2013088563A1 (en) Hybrid vehicle
JP2013514755A (en) Steering motor power supply method and power supply system adapted to the method
RU2666499C1 (en) Vehicle operation method
WO2014097418A1 (en) Travel plan creation device, driving assistance device, and driving control device
JP2010098849A (en) Car operation system
JP5366667B2 (en) Train overall control system
JP2013133060A (en) Hybrid vehicle
KR101072538B1 (en) Phantograph rising control method
JP5959363B2 (en) Electric vehicle control device, driving support device, and electric vehicle
JP2017208868A (en) Operation support system
JP6972156B2 (en) A train with a drive control device and the drive control device
JP5011053B2 (en) Linear motor electric vehicle drive control system
JP2011019326A (en) Train control system

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20150226

A977 Report on retrieval

Free format text: JAPANESE INTERMEDIATE CODE: A971007

Effective date: 20151030

RD01 Notification of change of attorney

Free format text: JAPANESE INTERMEDIATE CODE: A7421

Effective date: 20151102

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20151104

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20151228

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20160524

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20160620

R151 Written notification of patent or utility model registration

Ref document number: 5957331

Country of ref document: JP

Free format text: JAPANESE INTERMEDIATE CODE: R151