JP4167678B2 - Electric vehicle traveling system - Google Patents

Description

  INDUSTRIAL APPLICABILITY The present invention can be applied to general railways, city trains, new transportation, and other various transportation systems, and an electric vehicle travels on a predetermined track by power feeding from a train line including an overhead line and other power feeding lines. The present invention relates to an electric vehicle traveling system.

Conventionally, what is indicated by patent documents 1 is known as an above-mentioned electric vehicle running system. The electric vehicle described here includes a current collecting member that is in sliding contact with a power feeding overhead line, and is configured to travel using electric power taken from the current collecting member.
Japanese Unexamined Patent Publication No. 7-7805

  As described above, in a system in which an electric vehicle collects power from a train line and travels, the construction cost of the train line is high, and the reduction is required. Moreover, in order to secure electric power as a power source for traveling of the electric vehicle, it is necessary to travel while keeping the current collector provided on the electric vehicle in sliding contact with the train line. Such wear is unavoidable, and the cost for maintenance and inspection is also great. Furthermore, the deterioration of the landscape due to the installation of train lines is also an issue.

  As a means for solving such problems, a system that enables traveling without collecting current from a train line by mounting on-vehicle power feeding means such as a power storage device or a power generation device on an electric vehicle. However, in such an overhead wire-less traveling system, a very large power storage device or power generation device must be mounted on an electric vehicle, and the load capacity and the number of passengers are limited accordingly. In addition, there is an inconvenience that a large cost cannot be avoided.

  In view of such circumstances, an object of the present invention is to solve various problems caused by installation of a train line without mounting a large-scale power storage device or power generation device on an electric vehicle.

As a means for solving the above-mentioned problems, the present invention provides an electric vehicle traveling system including a pre-installed track and an electric vehicle that travels on the track. while contact line is wired, the said electric vehicle, comprising: a current collector for collector from the contact line in contact with the catenary during the running, the power storage device stores electric power, current collector by the power collector And on-vehicle power supply means for supplying power for traveling separately from the generated electric power, and the train line is an area along the track excluding a section where the traveling load of the electric vehicle is negative. And is wired to a region including at least a stop position of the electric vehicle and a part or all of an acceleration travel section downstream of the stop position, and the electric vehicle is a region where the train line is not wired, Without collecting current by collecting current It is possible to travel in the first traveling state that travels using the power supplied by the on-vehicle power supply means, and in the region where the train line is wired, at least using the power collected from the current collector It is comprised so that it can drive | work in the 2nd driving state which drive | works, It is a position in the area | region except the wiring area | region of the said train line, Comprising: It is a section including the stop of the said electric vehicle, Comprising: A feeding point for feeding power to the electric vehicle that temporarily stops on the front side of the closed section is supplied by a power feeding means different from the train line at a position on the front side of the closed section where simultaneous entry is prohibited. It is what has been.

  According to this configuration, by providing a wiring omission region by intermittently wiring a plurality of train lines, it is possible to reduce the construction cost of the train line, wear due to sliding contact between the train line and the current collector, etc. While reducing maintenance and inspection costs or improving the scenery of the route section, the power supply capacity required for on-vehicle power supply means can be reduced compared to a system that does not use the train line at all. It is possible to reduce the size and cost of the power supply means.

  In particular, by including a region where the traveling load is negative (for example, a brake region) as the region where the wiring is omitted, that is, the region where the vehicle is driven by the power supplied by the on-vehicle power supply unit, the burden on the on-vehicle power supply unit is effectively reduced. And at least a stop position where power can be supplied from the train line without sliding contact between the train line and the current collector, and an acceleration area where a large amount of electric power is required for departure from this stop position. By wiring, it is possible to effectively supply power from the train line to the electric vehicle, and in general, it is possible to effectively suppress the power supply capability required for the on-vehicle power supply means.

  In particular, in a vehicle equipped with a power storage (charging) device as an on-vehicle power supply device, quick charging is reduced by collecting current even in a predetermined area after starting, compared to a system that stores power (charging) only when the vehicle is stopped. This can contribute to the reduction of charging loss that is generally easily caused by short-time charging. Further, since the speed immediately after the start is lower than the maximum speed, the abrasion damage of the train line due to the sliding contact with the current collector is also effectively suppressed.

Furthermore, since a power supply point for supplying power to the electric vehicle temporarily stopped by a power supply means different from the train line is set at a position in the region excluding the wiring region of the train line. Power can be supplied to the electric vehicle that stops. In particular, the power supply point is a section including the stop of the electric vehicle and temporarily stops at a position on the front side of the closed section where simultaneous entry of a plurality of electric vehicles is prohibited. In the case where the electric vehicle is set to be fed by the power feeding means , when the preceding electric vehicle stays at the stop in the section, the succeeding electric vehicle is temporarily in front of the closed section. It is effective when you need to stop.

  Further, if at least a part of the train line can be switched between a position in contact with the current collector of the electric vehicle traveling on the track and a position not in contact with the electric vehicle, the electric power is supplied from the train line to the electric vehicle. By switching the train line to a position where it does not come into contact with the current collector when unnecessary, it is possible to eliminate unnecessary sliding contact between the train line and the current collector and to more effectively suppress wear damage. .

  As described above, according to the present invention, it is possible to effectively reduce the wiring length of the train line and reduce the construction cost without mounting a large-scale power storage device or power generation device on the electric vehicle. effective.

  A preferred embodiment of the present invention will be described with reference to the drawings.

  The electric vehicle traveling system shown in FIG. 1 is configured to cause the electric vehicle 4 to travel along a track (a loop track in the illustrated example) installed in advance. Stops (platforms) S1, S2, S3, S4, and S5 are installed at a plurality of locations (five locations in the example) along the track.

  In the illustrated example, the electric vehicle 4 includes two vehicles 4a and 4b, and a current collector 6 protrudes upward from the front vehicle 4a. And on the movement locus | trajectory of the said current collection 6 at the time of driving | running | working of this electric vehicle 4, five train lines L1, L2, L3, L4 corresponding to each said stop S1, S2, S3, S4, S5. L5 is wired (details will be described later). These train lines L <b> 1 to L <b> 5 are constituted by overhead lines and other power supply lines, and supply necessary electric power to the electric vehicle 4 through the current collector 6 by making contact with the current collector 6.

  The configuration of the electric vehicle 4 is shown in FIG. The vehicle 4a of the electric vehicle 4 is equipped with an on-vehicle travel control device 5 and circuit breakers 8 and 9, which are travel switching means, and an on-vehicle power supply unit 10, in addition to a travel device (not shown) and the current collector 6. Has been.

  The circuit breaker 8 is interposed between the current collector 6, an on-vehicle power system including an unillustrated traveling device and the on-vehicle power supply unit 10, and in response to a switching command signal from the traveling control device 5, The current collector 6 and the on-vehicle power system and the on-vehicle power supply unit 10 are switched between a state of being electrically connected and a state of being disconnected. Similarly, the circuit breaker 9 is interposed between the on-board power supply unit 10 and the circuit breaker 8 and the on-board power system, and the on-board power supply unit 10 and the above-described The circuit breaker 8 and the on-vehicle power system are switched between a state of being electrically connected and a state of being disconnected.

  The on-vehicle power supply unit 10 includes a power storage unit including a charge / discharge control device 11 and a power storage unit 12, and has a function of supplying power to the traveling device separately from the power collection system using the current collector 6. The on-vehicle power supply unit 10 may include a power generation unit including a power generation control device 13 and a power generation device 14 as shown by a two-dot chain line in FIG. Both may be provided.

The on-vehicle travel control device 5 communicates with an operation management device 2 provided at a remote location, and monitors the current collection and travel state of the electric vehicle 4 based on a control command transmitted from the operation management device 2. To do. In addition, when there is an abnormality in the track-side equipment such as a train line, a command to stop traveling is transmitted to the electric vehicle 4 according to the situation. The on-vehicle travel control device 5 and the operation management device 2 include a communication line (loop line) laid over the entire length of the electric vehicle traveling path, and an on-vehicle signal transmitter / receiver (not shown) mounted on the electric vehicle 4 side. Are configured to transmit signals to each other via the.

  In addition to the electric vehicle 4 and the operation management device 2, the operation management system includes a plurality of train position detectors (hereinafter referred to as the ground) installed on the track below the train from the front of the stop to the stop position along the train traveling direction. The operation management device 2 exchanges information with a signal device and the electric vehicle 4 (not shown), and 1) whether or not the electric vehicle 4 is stopped. 2) Recognizing information such as the relative positional relationship between the electric vehicle 4 and the traffic signal when the signal is stopped, and 3) the presence or absence of an abnormality in the train line (eg, energization abnormality).

  When the electric vehicle 4 approaches the stop where the electric vehicle 4 should stop, the operation management device 2 recognizes the distance between the electric vehicle stop target position and the current position by the above-mentioned ground element, and issues a deceleration signal to the electric vehicle 4 to the predetermined position. Instruct stop. Furthermore, it recognizes that the electric vehicle 4 has stopped at a normal position by the ground element at the stop position, and on the basis of the recognition, starts passenger guidance broadcast at the stop → opens the home door → opens the door of the electric vehicle 4 → predetermined time It also has a function to issue each command of closing the door and stopping the train after stopping.

  As described above, the operation management device 2 has the electric vehicle control function as a part of its function, but additionally, various management control programs and data are input, or a state detection sensor is added to the vehicle portion / track portion, etc. As a result, the operation management device 2 can have a wide range of functions.

  The electric vehicle 4 is in a first traveling state where the electric vehicle 4 travels by using the electric power supplied by the on-vehicle power supply unit 10 without collecting current by the current collector 6 in an area where no train line is wired. On the other hand, in the area where the train line is wired, it is possible to travel in the second traveling state where the power collected from the current collector 6 is utilized. The first traveling state is realized by closing the circuit breaker 9, and the second traveling state is realized by closing the circuit breaker 8.

  In this second traveling state, the circuit breaker 9 is closed in principle, and a part of the collected power is stored in the power storage unit 12 to store electric power that enables the first traveling state. Further, when the electric vehicle 4 passes through the installation section of the train line (that is, when the second traveling state is finished), the circuit breaker 8 may be opened to avoid applying an unnecessary voltage to the current collector.

  The command to open the circuit breaker 8 may be a command from the operation management device 2 that grasps the position of the electric vehicle, or the electric vehicle 4 is self-supported and automatically recognizes its position. Also good. The means for detecting the position of the electric vehicle 4 is not particularly limited, and a GPS signal may be used, or an output signal from a proximity switch or the like provided for detecting the relative position between the electric vehicle 4 and the train line. May be used. Further, the driver may manually input a command to open the circuit breaker 8.

  The operation management device 2 performs remote travel control of the electric vehicle 4 by transmitting / receiving data to / from the on-vehicle travel control device 5 through the signal transmitter / receiver 3.

  Next, the area where each of the train lines L1 to L5 is wired will be described.

  The areas where the train lines L1 to L5 are wired are the stop positions corresponding to the stops S1 to S5, and the point X where the vehicle starts from the stop position and finishes acceleration (in FIG. 1, only the stop S1 is illustrated. It is an area that includes part or all of the section up to. That is, when the electric vehicle 4 is stopped and the current collector 6 and the train lines L1 to L5 are not in slidable contact with each other for a relatively long time, a large electric power is applied to the acceleration immediately after departure from the stop position. In the required section, electric power can be supplied to the electric vehicle 4 through the current collector 6 from the train lines L1 to L5.

  If the wiring of the train line is performed intermittently in this way, the construction cost of the train line can be reduced as compared with a system in which the train line is wired over the entire area. The wear damage due to sliding contact with the electronic 6 can be suppressed, the maintenance inspection cost can be reduced, and the landscape can be improved. In addition, by wiring the train lines L1 to L5 to the stop position and the acceleration region immediately downstream thereof, it is possible to effectively supply power from the train lines L1 to L5 to the electric vehicle 4, and the train line L1. By suppressing the power supply capability required for the on-vehicle power supply unit 10 in a region where ~ L5 is not wired, it is possible to reduce the size and cost.

  The areas other than the wiring areas of the train lines L1 to L5 may be all non-wiring areas, or another train line may be locally wired in a part thereof. For example, as shown in FIG. 1 and FIG. 3, when there is a region 1 a where the sharp curve of the electric vehicle 4 is present, the electric vehicle 4 needs to be re-accelerated after decelerating before the curve. By supplying a train line L6 as shown in FIG. It is also effective to wire a train line in a region where the traveling load is large with a steep climb. In addition, when the distance between the stops is very large, the train line may be appropriately wired so that electric power can be supplied at the intermediate point.

  On the other hand, in a traveling region where the traveling load of the electric vehicle 4 is negative (for example, a deceleration region before a stop or a deceleration region before a curve), power supply by the on-vehicle power supply unit 10 is unnecessary, and conversely the brake In areas, it is possible to store energy by collecting energy by using a power generation brake, so that no train lines are wired in such areas.

  However, even in a region where the traveling load is negative, a method of wiring a train line in a section upstream from the electric vehicle stop position at the stop is also conceivable. In general, when the electric vehicle 4 enters the stop and stops at the final stop position, the electric vehicle 4 stops at a very slow speed in consideration of passenger safety. In other words, it slows down over a very short distance over a considerable time and finally stops. By collecting current in the deceleration zone where the vehicle speed is extremely low and charging the power storage device, it is possible to increase the charging time without causing significant wear damage to the train line, and to reduce the charging loss. realizable.

  The length of each of the train lines L1 to L5 may be unified, but the power required to travel through the section from the train line to the next train line after leaving the train line. When it is small (for example, when the section is a short-distance section or a section with many downhill slopes), even if the train line is shortened, it is possible to supply electric power necessary for subsequent travel. From this point of view, in the system shown in FIG. 1, for each of the train lines L1 to L5, the smaller the power required for traveling in the non-wiring section from the terminal end to the start end of the next train line, the smaller the train line L1. The wiring length of .about.L5 is set short.

(About switching the current collection state)
In this system, at least a part of the train line can be switched between a position where it can contact the collector and a position where it does not contact the collector. By switching to a non-contact position, unnecessary sliding contact between the train line and the current collector can be avoided. In the example shown in FIGS. 4 (a) and 4 (b), one end of the train line L6 shown in FIG. 3 is installed so as to be rotatable about the fulcrum 16, and a rotation driving cylinder 18 is provided at the other end. Due to the expansion and contraction of the cylinder 18, the train line L6 can be brought into contact with the current collector as shown in FIG. 4 (a) and the position not in contact with the current collector as shown in FIG. 4 (b). Can be switched to. What is necessary is just to set the direction of rotation of the said train line L6 by the wiring form. For example, when the train line L6 is wired above the electric vehicle 4, the train line L6 may be allowed to escape upward, or when the train line L6 is wired to the side of the train line. Just let it escape to the outside.

  The switching of the position of the train line may be performed according to a command from the operation management device 2 so that the electric vehicle 4 can recognize the power generation state of the own vehicle and the relative position between the own vehicle position and the train line. Thus, automatic switching may be performed as necessary on the electric vehicle 4 side. Alternatively, the driver may be able to manually operate at his / her own discretion.

  Instead of making the train line movable, the current collector 6 on the electric vehicle 4 side can be switched between a current collection position where it contacts the train line and a non-current collection position where it does not contact the train line. It may be.

(About power supply means different from the train line )
In the present invention, a feeding point by a feeding means different from the train line is set at a predetermined position in an area excluding the wiring area of the train line. As the power feeding location, a location where an emergency stop of the electric vehicle is expected is preferable. An example is shown in FIG.

In the system shown in FIG. 5, the down track for 1A and the ascending trajectory 1B are juxtaposed, both track 1A, retention field SA between 1B, SB, ... is provided. In the figure, the downward trajectory 1A is divided at an appropriate interval, and closed sections EA1, EA2, EA3, EA4, EA5, EA6, EA7,... Are set. Thus, closed sections EB1, EB2, EB3, EB4, EB5, EB6, EB7, EB8,... Are set. Further, by preventing the simultaneous entry of a plurality of electric vehicles into each closed section, the rear-end collision is prevented.

  In a system in which such a blockage section is set, due to a disturbance in the diagram, when a preceding electric vehicle exists in any blockage section, the subsequent electric vehicle stops waiting for a signal before the blockage section (emergency It may have to be stopped). The disturbance of the diamond is often caused by circumstances at the stop (passengers getting on and off, accidents in the hall, waiting for connection of other trains, etc.). In this way, if an electric vehicle that has had to stop waiting for a signal due to various circumstances is replenished with an appropriate means, the vehicle can be restarted without any trouble after that. In addition, it is possible to ensure the operation of air conditioning equipment and lighting equipment.

  Therefore, in the illustrated system, in the down track 1A between the stops SA and SB, when the preceding electric vehicle 4 stays in the closed section EA5 including the stop SB, the following vehicle stops in principle. A power feeding spot (power feeding location) SPA is set at the power position (the front end position of the closed section EA3 in the example), and similarly, the preceding electric vehicle 4 stays in the closed section EB7 including the stop SB in the ascending track 1B. In this case, a feeding spot (feeding point) SPB is installed at a position where the following vehicle should stop in principle (the front end position of the closed section EB5 in the figure).

  According to such a system, when the preceding electric vehicle 4 stays at the stop SA or the stop SB, the following vehicle must temporarily stop at the front end position of the closed section EA3 or the front end position of the closed section EB7. Even if it occurs, it is possible to effectively supply power to the following vehicle.

In addition, when setting a power feeding location on the basis of a blockage section including a stop as described above, the power supply point may be set for all the stop points, or in particular, a blockage section including a stop section where a stay is likely to occur. You may make it set only to the near side. The position of the specific power feeding location can also be set as appropriate within a range closer to the closing section including the stop. For example, for the downward trajectory 1A shown in FIG. The power feeding spot SPA may be set in the section EA2 in anticipation of a margin from the section EA5 to the near side, or conversely, the power feeding spot SPA may be set in the section EA4 immediately before the blocking section EA5.

In addition, the power feeding location is not limited to the position on the near side of the closed sections EA5 and EB7 as shown in FIG. 5, but may be appropriately set to a position where a temporary stop is expected. In addition to this, multiple power supply points are set at appropriate intervals, and when some accident occurs (for example, when an obstacle is found in the travel destination), the vehicle is temporarily stopped at the power supply point close to the power supply. You may make it receive.

  When setting such a power feeding location, it is more preferable to provide guidance means for guiding the electric vehicle at the power feeding location. In the system shown in FIGS. 1 and 2, the operation management device 2 may guide the electric vehicle 4 to the power feeding location in the same manner as stopping at each stop.

  In the system shown in FIG. 5, a plurality of power supply posts 17 are installed at almost equal intervals as emergency power supply means in an appropriate area where no train line is wired between the stops SA and SB. Yes. These power supply posts 17 are effective as an emergency power supply means when, for example, the electric vehicle has to be stopped due to an accident such as another vehicle, and the state where the advancement is not allowed continues for a long time.

  These power supply posts 17 are within the construction limits set so as not to interfere with the traveling space of the electric vehicle 4 (that is, the space through which the electric vehicle 4 passes during traveling) for the safe traveling of the electric vehicle 4. It is good to install it at a position suitable for power feeding to the electric vehicle 4, for example, at the side of the track. Here, the “building limit” refers to the limit of the allowable installation range of the civil engineering / building set so that the electric vehicle can travel safely without hitting the civil engineering / building.

  Moreover, as a form of these electric power feeding posts 17, you may install as a self-supporting stand, and you may install in the form of wall hanging or embedding in track grounds or creations, such as a track protection wall and a track base. As for the connection between the power supply post 17 and the electric vehicle 4, they may be directly connected. For example, if the cable is housed in a reel winding state in the power supply post 17 so that it can be pulled out appropriately, the connection work is further improved. It becomes easy.

(Combination of non-contact current collector)
A contact-type collector consisting of a train line and a current collector 6 for the purpose of performing temporary power supply at each power supply point including the power supply spots SPA and SPB and reducing the total installation length of the train line. In addition to the electrical device, a non-contact current collector may be used in combination. A preferred example is shown in FIG.

  The illustrated electric vehicle 4 is equipped with a non-contact current collector 20, a voltage relay 22, a voltage regulator 24, a circuit breaker 26, and a voltage relay 28 in addition to the equipment shown in FIG.

  The non-contact current collector 20 is provided, for example, at the bottom of the electric vehicle 4 and takes in the power output from the power supply means provided on the track side in a non-contact state. Various methods such as an energy irradiation method can be used.

The electric power taken in by the non-contact current collector 20 is adjusted in voltage by the voltage regulator 24 and then supplied to the on-board power system and the on-board power supply unit 10 via the circuit breaker 26. . The circuit breaker 26 is connected in parallel to the circuit breaker 8 on the current collector 6 side to the vehicle power system and the circuit breaker 9 of the vehicle power supply unit 10. Therefore, by closing the circuit breaker 26 and opening the circuit breaker 8, it is possible to collect current from the non-contact current collector 20. Conversely, by opening the circuit breaker 26 and closing the circuit breaker 8, ( Contact type) Current collection from the current collector 6 becomes possible.

  The voltage relays 22 and 28 are for confirming the voltage of the non-contact current collector and the voltage of the contact current collector, and are connected to the downstream side of the current collectors 20 and 6.

(About charging with the electric vehicle 4)
In the case where the power storage unit 12 is provided like the on-vehicle power supply unit 10, the power storage speed (charging speed) may be always kept constant. In this case, the current collector 6 and the train line If the contactable time is short, sufficient power may not be charged. In order to avoid such a situation, if the charging speed is set high, the charging efficiency is lowered accordingly.

  Therefore, the charging speed for the power storage unit 12 is increased as the contactable time between the train line and the current collector 6 is shortened (that is, charging is performed using the time effectively regardless of the length of the contactable time). In this case, when the contactable time is short, the required power is charged by increasing the charging speed, while when the contactable time is long and sufficient, the charging speed is lowered to improve the charging efficiency. Can be planned.

  FIG. 7 shows a preferred example of an apparatus for that purpose. The illustrated apparatus is obtained by adding a charge time command device 30 to the charge / discharge control apparatus 11 in the on-vehicle power supply unit 10 in the electric vehicle 4 shown in FIG.

  The charge time command device 30 receives a chargeable time command signal output from the operation management device 2 for each target electric vehicle 4. This chargeable time is determined by the scheduled stoppage stop time and the current collection time after the start, and these times are planned for each operating train and each stop in the scheduled operation schedule. The schedule schedule is determined on the basis of the operating time, the number of passengers getting on and off at the stop, the communication relationship with other lines, the traveling speed depending on the track alignment (straight line, curve, etc.), and the like.

  The chargeable time is commanded from the charge time command device 30 to the charge / discharge control device 11. The charge / discharge control device 11 calculates a charging speed from the chargeable time, and executes charging of the power storage unit 12 at the speed. Specifically, charging promotion characteristics determined by the type of the power storage unit 12 are taken into consideration based on the terminal voltage of the power storage unit 12 at the start of power collection and the target charging voltage determined corresponding to the next power collection position. The charge application voltage adjustment is performed along the chargeable time.

  Alternatively, the charging start voltage, the charging completion target voltage, and the chargeable time are used as parameters, and an optimum charging voltage application pattern suitable for the characteristics of the power storage unit 12 is stored in the charging / discharging control device 11 to perform optimum charging unique to the electric vehicle. If it carries out, it is possible to implement | achieve more efficient charge.

  As a specific operation, the charging control may be started after confirming that the voltage relay 22 or 28 has started contact-type current collection or non-contact-type current collection. In addition, when emergency power is supplied due to a temporary stop until the stop, prioritize power supply to the auxiliary equipment installed in the electric vehicle (without charging) until the time when the vehicle can restart, and confirm that the vehicle can restart or cancel the signal stop. You may make it give priority to charge at the time of obtaining.

Consider the required power P in each operating state. This required power P [kW] is that the acceleration is α [m / s ² ], the running resistance is R [kgf / t], the vehicle weight is W [t], the speed is V [m / s], and the machine efficiency is Assuming that η and the required power for auxiliary equipment are Pa [kW], they can be expressed by the following equation (1).

P = (31α + R) · W · (9.81 / 3600) · V · 1 / η + Pa (1)
In this equation (1), the coefficient of acceleration α (31 in the above equation) is 28.6 if it is just a theoretical value when accelerating the mass point, but in an electric vehicle, the rotation represented by a wheel is representative. Since there is a portion, it is “31” in consideration of the moment of inertia of the rotating portion. Although the specific numerical value of this coefficient varies to some extent depending on the type of vehicle, the equation (1) is an equation that is frequently used for track-traveling vehicles. This equation indicates that a larger electric power must be supplied to the electric vehicle during acceleration than during constant speed traveling.

  Here, as a numerical example assuming a city or suburban transportation route, the final acceleration is 45 [km / h], the average acceleration from the start is 3.0 [km / h / s], and the station length is 1000 [ m]. Furthermore, if R = 14.5 [kgf / t], W = 45 [t], and Pa = 20 [kW] are substituted into the above equation (1) as corresponding to the standard rubber tire new traffic system, acceleration / The power consumption characteristics in each operation state of constant speed (short distance / long distance) and deceleration stop are as shown in Table 1 below.

  In Table 1, “travel required length” 94 m in “stop departure acceleration” and “stop deceleration stop” travel corresponds to the distance required to complete acceleration or deceleration / stop of the electric vehicle.

According to Table 1, it can be seen that the required power during acceleration traveling is very large even during traveling at the same distance as compared to during steady traveling. Therefore, if at least part of the power required for acceleration travel is covered by the power collected from the train line, the capacity of the on-board power supply device required to travel in the non-collection area is greatly reduced. It will be.

1 is an overall configuration diagram of an electric vehicle traveling system according to an embodiment of the present invention. It is a figure which shows the structure of the electric vehicle in the said electric vehicle travel system. It is a figure which shows the example which wired the train line immediately after the sharp curve in the said electric vehicle travel system. (A) and (b) are figures which show the example which made the train line shown in Drawing 3 movable. It is a figure which shows the example of the system which set the electric power feeding spot between the stops and installed the electric power feeding post. It is a figure which shows the example which provided the non-contact-type current collector with the said electric vehicle. It is a figure which shows the example which added the charging time command device to the electric vehicle shown in FIG.

Explanation of symbols

2 Operation management device (guidance means)
DESCRIPTION OF SYMBOLS 3 Signal transmitter / receiver 4 Electric vehicle 5 Vehicle running control device 6 Current collector 8,9 Circuit breaker 10 Vehicle on-board power supply unit 11 Charge / discharge control device (charging speed adjusting means)
12 Power storage unit 17 Power supply post (power supply means)
30 Charging time command device (charging speed adjusting means)
L1-L5 Train line EA5, EB7 Blocking section including stop SPA, SPB Feeding spot (feeding point)

Claims (3)

In an electric vehicle traveling system including a track installed in advance and an electric vehicle traveling on the track,
While a plurality of train lines are intermittently wired along the track,
The electric vehicle includes a current collector that is in contact with the train line during the travel and collects power from the train line, and a power storage device that stores the power, and travels separately from the power collected by the current collector. And on-vehicle power supply means for supplying power for
The train line is a region excluding a section where the traveling load of the electric vehicle is negative in a region along the track, and at least a stop position of the electric vehicle and an acceleration travel section downstream of the stop position. Wired to an area that includes some or all,
The electric vehicle can travel in a first traveling state in which the electric power is supplied by the on-vehicle power supply means without collecting current by the current collector in an area where the train line is not wired. And in the region where the train line is wired, it is configured to be able to travel in a second traveling state in which it travels using at least the power collected from the current collector ,
A power supply point for supplying power to the electric vehicle temporarily stopped by a power supply means different from the train line is set at a position in the region excluding the wiring region of the train line. An electric vehicle traveling system characterized by 2. The electric vehicle traveling system according to claim 1 , wherein the power feeding point is a section including a stop of the electric vehicle, and a position on the near side of a closed section where simultaneous entry of a plurality of electric vehicles is prohibited. An electric vehicle traveling system configured to supply electric power to the electric vehicle that temporarily stops on the near side of the closed section by the power supply means . 3. The electric vehicle traveling system according to claim 1 , wherein at least some of the train lines can be switched between a position in contact with a current collector of an electric vehicle traveling on the track and a position not in contact with the current collector. A featured electric vehicle travel system.

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