JP4220946B2 - Electric vehicle, overhead line-less traffic system, and control method for overhead line-less traffic system - Google Patents

Description

  The present invention relates to an overhead line-less traffic system and a control method for the overhead line-less traffic system, and more particularly to an overhead line-less traffic system having a power storage device and a control method for the overhead line-less traffic system.

  2. Description of the Related Art An overhead line-less traffic system using an electric vehicle that travels without receiving power from an overhead line is known. An electric vehicle of an overhead line-less transportation system is equipped with a power storage device. The power storage device discharges electric power necessary for traveling of the electric vehicle. The power storage device is charged by, for example, the charging device before the operation of the electric vehicle starts or after the operation ends. The degree of deterioration of the power storage device changes depending on how it is charged and discharged. For example, depending on the charge / discharge method, the lifetime varies from about 3000 cycles to about 100,000 cycles. A technique that can suppress the deterioration of the power storage device and extend the life of the power storage device is desired. There is a need for a technique that can increase the efficiency of charging the power storage device. A technique capable of reducing the cost of electric vehicles and improving transportation efficiency is desired.

  As a related technique, Japanese Patent Application Laid-Open No. 2000-83302 discloses a power storage motor, a power storage method using a power storage motor, a transport system using an electric mobile body, and a transport method in a transport system using an electric mobile body. It is disclosed. This transportation system using an electric vehicle includes an electric vehicle, a stop facility, and external power feeding means. The electric movable body includes a power receiving means, a moving body power storage means, an electric drive source, a drive wheel, and a power control means. The power receiving means can take in external power supplied from the outside. The mobile power storage means stores the external power as stored power. The electric drive source is rotated by the stored electric power. The drive wheel is rotationally driven by its electrical drive source. In the stop facility, the electric vehicle is stopped in order to take the object to be transported transported by the electric vehicle into or out of the electric vehicle. The external power supply means is arranged at the stop facility and can supply the external power. The power control means controls the power receiving means to be electrically coupled to the external power feeding means when the electric vehicle is stopped at the stop facility. The external power is supplied from the external power supply means, and the received external power is stored in the mobile storage means as the stored power. When the electric vehicle is driven, the stored electric power is taken out from the electric storage means in the moving body, sent to the electric drive source, and the rotation speed of the electric drive source is controlled to control the running speed of the electric vehicle. To do. At the time of braking of the electric mobile body, the electric drive source is rotated as a generator, and the generated regenerative power is stored in the mobile body storage means as the stored power.

JP 2000-83302 A

  Accordingly, an object of the present invention is to provide an electric vehicle, an overhead line-less traffic system, and a control method for an overhead line-less traffic system that can suppress deterioration of the energy storage device and extend the life of the energy storage device.

  Another object of the present invention is to provide an electric vehicle, an overhead line-less traffic system, and a control method for the overhead line-less traffic system that can increase the charging efficiency of the power storage device.

  Still another object of the present invention is to provide an electric vehicle, an overhead line-less traffic system, and an overhead line-less traffic system control method capable of reducing the cost of the electric vehicle and improving the transportation efficiency.

  Hereinafter, means for solving the problem will be described using the numbers and symbols used in the best mode for carrying out the invention. These numbers and symbols are added in parentheses in order to clarify the correspondence between the description of the claims and the best mode for carrying out the invention. However, these numbers and symbols should not be used for interpreting the technical scope of the invention described in the claims.

Therefore, in order to solve the above problems, an electric vehicle of the present invention includes a vehicle body (1) that moves on a route (4) set in advance using electric power, and a power storage device (13) that stores the electric power. It has. When the power storage device (13) is charged at a plurality of rechargeable locations (A, B, C, D) in the path (4), the SOC of the power storage device (13) in the path (4) The electric capacity is set so that the increase / decrease is within a predetermined range including the optimum SOC (E0) of the power storage device (13). However, the power storage device (13) includes a secondary battery.
In the present invention, since the increase / decrease in the SOC is within a predetermined range including the optimum SOC (E0), the load on the power storage device (13) is reduced, and the life of the power storage device (13) can be extended. Charging at a plurality of locations (A, B, C, D) is preferable because it suppresses the decrease in SOC and easily keeps the variation within a predetermined range. In addition, the electric capacity of the power storage device (13) can be reduced, which is preferable in terms of space saving, light weight, and low cost.

In the above electric vehicle, the predetermined range is a range of ± 10% of the optimum SOC (E0).
In the present invention, it is preferable to make the range of ± 10% of the optimum SOC (E0) because the burden on the power storage device (13) can be further reduced.

The electric vehicle further includes a storage unit (31) and a control unit (33). A memory | storage part (31) stores the operation relevant information regarding the operation | movement of the vehicle main body (1) in a path | route (4). When charging the power storage device (13), the control unit (33) sets a charging power amount corresponding to the SOC fluctuation in the operation up to the next charging based on the operation related information.
In the present invention, it is preferable to perform the charging corresponding to the power consumption in the operation until the next charging because an excessive amount of power is not charged and an increase in SOC can be suppressed. It is preferable because the electric capacity of the power storage device (13) can be reduced.

In the electric vehicle, the operation related information includes information on the route (4), information on the vehicle main body (1), information on the operation method of the vehicle main body (1), and information on power consumption in the past operation. Including at least one.
In the present invention, these pieces of information are useful and preferable when setting the amount of charging power in operation until the next charging.

In the electric vehicle, the control unit (33) includes a plurality of control units (13) when charging the power storage device (13) at the first place (A) which is one of the plurality of places (A, B, C, D). The amount of electric power used by the vehicle body (1) between the second place (B) and the first place (A) as the next charging place among the places (A, B, C, D) Predicting based on the operation-related information, the charging power amount is set in response to the predicted fluctuation of the power amount.
In the present invention, the use of the predicted power consumption (including fluctuations in the amount of stored power) from the first place (A) to the second place (B) for setting the charge power amount is appropriate power with little excess or deficiency. The amount can be charged, and an inappropriate variation of SOC (a variation exceeding a predetermined range) can be suppressed, which is preferable.

In the electric vehicle described above, the amount of charge electric power is set so that the variation in the amount of stored electric energy from after charging at the first location (A) to before charging at the second location (B) is within the predetermined range. Is done.
In the present invention, by setting the amount of stored power before and after charging to be within a predetermined range, the burden on the power storage device (13) can be reduced and the life of the power storage device (13) can be extended.

In the electric vehicle described above, the amount of electric power to be charged is calculated as follows: E0 is the optimum SOC, E1 is the target SOC, E2 is the SOC before charging, and Emin is the first place (A) and the second place (B). Is set based on the following equation as the minimum value of the SOC that fluctuates between. Charging electric energy = E0 + (E1-Emin.) / 2−E2.
In the present invention, the charging power can be set in an appropriate range by calculating with the above equation.

In order to solve the above problems, the overhead wire-less transportation system of the present invention includes an electric vehicle (1) and a plurality of charging devices (13). The electric vehicle (1) moves along a preset route (4). It is described in any one of the above paragraphs. The plurality of charging devices (13) are installed at a plurality of locations (A, B, C, D) in the route (4), and set to the set value of the charging energy from the control unit (33) of the electric vehicle (1). Correspondingly, the power storage device (13) of the electric vehicle (1) is charged.
In the present invention, since the increase / decrease in the SOC is within a predetermined range including the optimum SOC (E0), the load on the power storage device (13) is reduced, and the life of the power storage device (13) can be extended. Charging at a plurality of locations (not limited to stations (A, B, C, D) as long as it is on the route (4)) is preferable because it suppresses the decrease in SOC and easily keeps the variation within a predetermined range. . In addition, the electric capacity of the power storage device (13) can be reduced, which is preferable in terms of space saving, light weight, and low cost.

In the overhead line-less traffic system, the electric vehicle (1) charges the power storage device (13) at a plurality of selected locations selected from among a plurality of locations (A, B, C, D).
In the present invention, if the increase / decrease in the SOC is within a predetermined range including the optimum SOC (E0), the place where charging is performed does not necessarily need to be the next charging place. The ability to select the charging location is preferable because the number of times of charging can be reduced.

In the above overhead line-less traffic system, the route (4) is the track (4).
In the present invention, when the track (4) is used, the increase / decrease in the SOC is more accurately as designed as compared with the case of using a general road.

In order to solve the above-described problem, a method for controlling an overhead wire-less traffic system according to the present invention includes: (a) a route before charging for a power storage device (13) of an electric vehicle (1) moving on a preset route (4). The step of measuring the amount of power stored in the power storage device (13) when charging at the first location (A), which is one of a plurality of rechargeable locations (A, B, C, D) in (4). And (b) the electric vehicle (1) between the second place (B) and the first place (A) as a place to be charged next among the plurality of places (A, B, C, D). The step of predicting the amount of power to be used based on operation-related information related to the operation of the electric vehicle (1) on the route (4), and (c) charging at the first location (A) based on the predicted amount of power. The change in the amount of stored electric power after the charging at the second location (B) after (13) a step of setting the charging power amount to be within a predetermined range based on the optimum SOC (E0) of the SOCs as the charging state, and (d) based on the charging power amount, Charging the power storage device (13).
In the present invention, the use of the predicted power consumption (including fluctuations in the amount of stored power) from the first place (A) to the second place (B) for setting the charge power amount is appropriate power with little excess or deficiency. The amount of charge can be charged, and the increase or decrease in SOC can be suppressed within a predetermined range including the optimum SOC (E0). Charging at a plurality of locations (A, B, C, D) is preferable because it suppresses the decrease in SOC and easily keeps the fluctuation within a predetermined range. In addition, the electric capacity of the power storage device (13) can be reduced, which is preferable in terms of space saving, light weight, and low cost.

In the control method of the overhead line-less traffic system, the charging power amount in step (c) is as follows: E0 is the optimum SOC, E1 is the target SOC, E2 is the SOC before charging, and Emin is the first location (A). Is set based on the following equation as the minimum value of the SOC that fluctuates between the second location (B) and the second location (B). Charge electric energy = E0 + (E1-Emin) / 2−E2.
In the present invention, the charging power can be set in an appropriate range by calculating with the above equation.

In the control method of the overhead line-less traffic system, (b) step includes (b1) increase or decrease in the amount of stored power of the power storage device (13) between the second location (B) and the first location (A). If it does not fall within the predetermined range, the third place between the second place (B) and the first place (A) among the plurality of places (A, B, C, D) is changed to the first place. The step of resetting as two places is provided.
In the present invention, by selecting a closer charging place as the next charging place, it is possible to make the increase or decrease in the SOC fall within a predetermined range including the optimum SOC (E0).

In the control method of the overhead line-less traffic system, the power storage device (13) is set to an electric capacity at which the increase / decrease of the SOC in the route (4) falls within the predetermined range.
In the present invention, by setting the increase / decrease of the SOC to be within a predetermined range, the burden on the power storage device (13) is reduced, and the life of the power storage device (13) can be extended.

In the control method of the overhead line-less traffic system, the operation related information includes information on the route (4), information on the electric vehicle (1), information on the operation method of the electric vehicle (1), and consumption in the past operation. It includes at least one of information related to the electric energy.
In the present invention, these pieces of information are useful and preferable when more accurately determining predicted power consumption (including fluctuations in the amount of stored power).

In the control method for the overhead line-less traffic system, the predetermined range is a range of ± 10% of the optimum SOC (E0).
In the present invention, it is preferable to make the range of ± 10% of the optimum SOC (E0) because the burden on the power storage device (13) can be further reduced.

In the control method for the overhead line-less traffic system, the route (4) is the track (4).
In the present invention, when the track (4) is used, the increase / decrease in the SOC is more accurately as designed as compared with the case of using a general road.

  In order to solve the above-described problem, the program of the present invention includes: (e) a plurality of chargeable devices in the route (4) for the power storage device (13) of the electric vehicle (1) moving on the preset route (4). When charging at the first location (A), which is one of the locations (A, B, C, D), obtaining a stored power amount of the power storage device (13) before charging; (f) a plurality of The amount of electric power used by the electric vehicle (1) between the second place (B) and the first place (A) as the next charging place among the places (A, B, C, D) of A step of predicting based on operation-related information relating to the operation of the electric vehicle (1) on the route (4), and (g) the second location after charging at the first location (A) based on the predicted electric energy. The change in the amount of stored power before charging in (B) is the charging of the power storage device (13). A step of setting the charging power amount so as to be within a predetermined range based on the optimum SOC (E0) of the SOCs as states, and (h) a power storage device (13 based on the charging power amount) And instructing the computer to perform charging.

  In the control method of the overhead line-less traffic system, the charging power amount in step (g) is as follows: E0 is the optimum SOC, E1 is the target SOC, E2 is the SOC before charging, and Emin is the first location (A). Is set based on the following equation as the minimum value of the SOC that fluctuates between the second location (B) and the second location (B). Charge electric energy = E0 + (E1-Emin) / 2−E2.

  In the above program, the step (f) includes (f1) the increase or decrease in the amount of stored power in the power storage device (13) between the second location (B) and the first location (A) is within the predetermined range. If not, the third place between the second place (B) and the first place (A) among the plurality of places (A, B, C, D) is set again as the second place. Comprising steps.

  In the above program, the operation related information includes at least information on the route (4), information on the electric vehicle (1) and information on the operation method of the electric vehicle (1), and information on the power consumption in the past operation. Including one.

  In the above program, the predetermined range is a range of ± 10% of the optimum SOC (E0).

  In the above program, the path (4) is the trajectory (4).

  According to the present invention, deterioration of a power storage device mounted on an electric vehicle can be suppressed, and the life of the power storage device can be extended.

  Hereinafter, embodiments of an electric vehicle, an overhead line-less traffic system, and an overhead line-less traffic system control method according to the present invention will be described with reference to the accompanying drawings. Here, an explanation will be given by taking an overhead line-less traffic system using an electric vehicle operated on a dedicated track as an example. However, an electric vehicle operated on a preset route (example: general road) (example) : Bus, tram).

  A configuration of an embodiment of an overhead line-less traffic system to which an electric vehicle of the present invention is applied will be described. FIG. 1 is a configuration diagram showing an embodiment of an overhead line-less traffic system to which an electric vehicle of the present invention is applied. The overhead line-less traffic system includes an electric vehicle 1, a charging device 2, a station building 3, and a track 4. In the overhead line-less traffic system, the electric vehicle 1 transports passengers or luggage between a plurality of station buildings 3 provided in the middle of the track 4 while moving on the track 4 dedicated to the electric vehicle.

  The electric vehicle 1 carries passengers or luggage and moves on a predetermined track 4 using electricity. The track 4 is not limited to a track dedicated to an electric vehicle, and may be a dedicated or priority route on a road, or a route simply set on the road. The track 4 is a loop type or a reciprocating type, and may be branched on the way. The charging device 2 is installed at each of a plurality of places on the track 4. When the electric vehicle 1 arrives at the place and is charged, the electric vehicle 1 (the power storage device) is charged based on the set value of the amount of electric power charged from the electric vehicle 1 (the control device). The charging device 2 may be provided in all the station buildings 3 or only in selected ones of the station buildings 3. Further, it may be provided in the middle of the track 4 that is not related to the station building 3.

  The electric vehicle 1 includes a control device 11, a current collector 12, a power storage device 13, a SIV (Static Inverter) 14, an inverter / converter 15, a motor 16, an auxiliary machine 17, and wheels 18.

  When charging the power storage device 13 with the charging device 2, the current collector 12 electrically connects the power storage device 13 and the charging device 2. The power storage device 13 stores electricity used for the operation of the electric vehicle 1. The power storage device 12 is charged by the charging device 2 via the current collector 12. The SIV 14 converts the DC power from the power storage device 13 into AC power and outputs it to the auxiliary machine 17 and the control device 1. The inverter / converter 15 functions as an inverter that converts DC power from the power storage device 13 into AC power and outputs the AC power, and converts the AC power from the motor 16 during regeneration into DC power to store the power storage device 13. As a converter that outputs to The motor 16 is supplied with AC power from the inverter / converter 15 and rotates the wheel 18. Thereby, the electric vehicle 1 moves. The auxiliary machine 17 is a device other than for driving the electric vehicle 1 and is exemplified by a lighting device, an air conditioner, and a brake compressor. When charging power storage device 13 by current collector 12, control device 11 sets the amount of charging power and instructs charging device 2.

  The power storage device 13 is a secondary battery exemplified by a lithium ion secondary battery. The total capacity (so that the increase / decrease in the SOC (Status of Charge:% of the total capacity (Wh)) as the state of charge of the power storage device 13 in the track 4 is within a predetermined range including the optimum SOC of the power storage device 13 ( It is preferable that the electric capacity is set. That is, in each of a plurality of places where the power storage device 13 is charged, the total capacity (electric capacity) is set so that the amount of charge power of the power storage device 13 before and after charging does not deviate from the predetermined range. The setting is performed based on information such as operation related information described later when designing the overhead line-less traffic system. The predetermined range is preferably ± 10% of the optimum SOC. By setting in such a manner, it is possible to reduce the burden on the power storage device 13 and extend its life. More preferably ± 5%. However, although the optimum SOC depends on the type and structure of the battery, for example, in the case of a lithium ion secondary battery, it is about 40 to 60% of the total capacity. The power storage device 13 includes a sensor 35 that measures the amount of charging power of the power storage device 13, and outputs the output of the sensor 35 to the control device 11.

  The control device 11 is an information processing device exemplified by a computer. A storage unit 31 such as a hard disk or a memory, a control unit 33 such as a CPU (Central Processing Unit) or MPU (micro processing unit), and a communication unit 34 such as a communication board are provided. The storage unit 31 stores operation related information related to the operation of the electric vehicle 1 on the track 4. The operation related information includes information related to the track 4, information related to the electric vehicle 1, information related to the operation method of the electric vehicle 1, and information related to past operations. When charging the power storage device 13, the control unit 33 operates information related to the amount of power used by the electric vehicle 1 between the charging place (first place) and the next charging place (second place). Predict based on Then, charging information related to charging is set corresponding to the predicted electric energy. The charging information includes a charging power amount, charging power, and charging time. The communication unit 34 outputs the set charging information to the charging device 2.

  The charging device 2 includes a charging unit 21, a charging power source 22, a control unit 23, and a communication unit 24.

  When charging power storage device 13, charging unit 21 electrically connects charging power supply 2 and current collector 12. The communication unit 24 exemplified by the communication board outputs the charging information received from the communication unit 34 to the control unit 23. Based on the received charging information, the control unit 23 exemplified by the CPU and MPU controls the amount of charging power, the charging power and charging voltage, and the charging time for the power output from the charging power source 22. Based on the control of the control unit 23, the charging power source 22 outputs a predetermined amount of charging power to the power storage device 13 via the charging unit 21 according to predetermined charging power and charging time.

  FIG. 2 is a diagram illustrating a configuration of the control unit 33. The control unit 33 includes an operation pattern estimation unit 41 as a program, a drive energy calculation unit 42, an auxiliary machine operation estimation unit 43, an auxiliary machine energy calculation unit 44, and a charging power calculation unit 45.

The driving pattern estimation unit 41, based on the operation related information (route database 51, operation database 52, vehicle database 53) in the storage unit 31, a place to be charged (first place) and a place to be charged next (second place). The driving pattern of the electric vehicle 1 is estimated. The operation pattern is exemplified by the drive / regeneration pattern of the motor 17.
Based on the driving pattern of the electric vehicle 1 estimated by the driving pattern estimation unit 41, the driving energy calculation unit 42 calculates the amount of electric power necessary for the movement of the electric vehicle 1 between the first place and the second place.
Based on the operation related information (auxiliary operation database 55) in the storage unit 31, the auxiliary machine operation estimating unit 43 performs an auxiliary operation between the charging place (first place) and the next charging place (second place). The operation pattern of the machine 17 is estimated. The operation pattern of the auxiliary machine 17 is exemplified by the operation pattern of the brake compressor and the operation pattern of the air conditioning equipment.
The auxiliary machine energy calculation unit 44 calculates the amount of electric power necessary for the operation of the auxiliary machine 17 between the first place and the second place based on the operation pattern of the auxiliary machine 17 estimated by the auxiliary machine operation estimation unit 43. To do.
The charging power calculation unit 45 sets the charging power amount based on the electric energy for the electric vehicle 1 calculated by the driving energy calculation unit 42 and the electric energy for the auxiliary machine 17 calculated by the auxiliary machine energy calculation unit 44. To do.

  FIG. 3 is a diagram illustrating a configuration of the storage unit 31. The storage unit 31 includes a route database 51, an operation database 52, a vehicle database 53, an operation history database 54, an auxiliary machine operation database 55, and an auxiliary machine operation history database 56 as programs and data.

The route database 51 stores information on the track 4. For example, the distance between stations (buildings) where the electric vehicle 1 stops in the track 4, the distance between places where charging is possible, the position and magnitude of the gradient in the track 4, the position and curvature of the curve in the track 4, It is the relationship between weather and track (example: ease of slipping).
The operation database 52 stores information regarding the operation method of the electric vehicle 1. For example, the position and speed pattern on the track 4, the position and acceleration pattern on the track 4, the operation diagram of the electric vehicle 1, the station where the electric vehicle 1 stops, and the place where the electric vehicle 1 is charged.
The vehicle database 53 stores information related to the electric vehicle 1. For example, the weight of the electric vehicle 1, the motion performance of the electric vehicle 1, and the transport performance of the electric vehicle 1.
The operation history database 54 stores information on the results of past operations (information about the track 4, information about the operation method of the electric vehicle 1, and information about the electric vehicle 1). For example, it is information regarding the amount of power used (power consumption) related to the operation between stations (buildings) (between charging places) as a result when the electric vehicle 1 has operated in the past.
The auxiliary machine operation database 55 stores information on the operation method of the auxiliary machine 17. For example, the relationship between the outside air temperature and the room temperature and the operating rate of the air conditioning equipment, and the relationship between the residual pressure of the brake compressor and the driving rate.
The auxiliary machine operation history database 56 stores information related to past operation of the auxiliary machine 17 (information related to the operation method of the auxiliary machine 17). For example, it is information relating to the power consumption (power consumption) related to the auxiliary equipment between stations (buildings) (between charging places) as a result when the auxiliary equipment 17 has been operated in the past.

  4 and 5 are configuration diagrams illustrating examples of the charging device 2 and the current collector 12. FIG. 5 shows a non-charging state, and FIG. 4 shows a charging state. However, the present invention is not limited to the charging device 2 and the current collector 12, and other charging devices and current collectors may be used.

  The track 4 has a recess 79 extending in the direction of the track 4. The charging unit 21 is installed in the recess 79. The charging unit 21 includes a primary core 67 having a circular cross section (including a rectangular shape shown in the drawing) in the orbit width direction, and primary coils 70 a and 70 b wound around the primary core 67. ing.

  The primary core 67 is fixed to the bottom of the recess 79 and is placed in a substantially annular core main body 68 in which an opening (opening) is formed in part, and aligned in the track width direction on the opening of the core main body 68. The two movable core members (hereinafter simply referred to as movable cores) 69a and 69b are configured. In FIG. 4, the core body 68 has a U-shaped cross section in the track width direction, and an upper surface is open. The movable cores 69a and 69b have an I-shaped cross section in the track width direction. The core body 8 and the movable cores 69a and 69b are both formed of a ferromagnetic material. Here, the core main body 68 and the movable cores 69a and 69b are formed to have a predetermined thickness in the orbital direction, and the core main body 68 and the movable cores 69a and 69b are formed into a cylindrical shape when viewed as one body. The primary coil 70a is wound around the movable core 69a in the track direction of the movable core 69a. The primary coil 70b is wound around the movable core 69b in the track direction of the movable core 69b.

  The movable core 69a is provided with a drive mechanism 80a that applies force in a direction away from the movable core 69b (right direction in FIG. 4). The drive mechanism 80a includes a base member 81a fixed to the wall surface on the movable core 69a side of the recess 79 (the right wall surface in FIG. 4), and a spring member 82a that connects the base member 81a and the movable core 69a. A spring member 82a shown in FIG. 4 shows an extended state, and a normal spring member 82a has a contracted shape as shown in FIG. The movable core 69b is provided with a drive mechanism 80b that applies force in a direction away from the movable core 69a (leftward in FIG. 4). The drive mechanism 80b includes a base member 81b fixed to a wall surface on the movable core 69b side of the recess 79 (the left wall surface in FIG. 4), and a spring member 82b that connects the base member 81b and the movable core 69a. The spring member 82b shown in FIG. 4 shows an extended state, and the normal spring member 82b has a contracted shape as shown in FIG.

  At the time of charging, when high frequency power is supplied from the charging power source 22 to the primary coils 70a and 70b, the movable cores 69a and 69b are moved toward each other by the magnetic force generated by the primary coils 70a and 70b. As a result, the movable cores 69a and 69b change from the state of FIG. 5 to the state of FIG. 4 in contact with each other. That is, the open part of the core main body 68 is connected, and the high frequency magnetic flux M0 as shown in FIG. 4 is generated. When charging, it is preferable to control the high frequency power from the charging power source 22 so that the current value gradually increases rather than suddenly supplying a large high frequency power. By supplying high-frequency power to the primary coils 70a and 70b while controlling the current value in this way, the impact when the movable cores 69a and 69b come into contact with each other can be reduced, and the movable cores 69a and 69b are damaged. Can be prevented. When the supply of the high frequency power from the charging power source 22 is cut off, the spring members 82a and 82b contract and the movable cores 69a and 69b move in a direction to isolate them from each other, thereby opening the open portion of the core body 68. Thus, the air gap of the primary core 67 can be eliminated in conjunction with the start of charging by opening or connecting the open portion of the core body 68 by the magnetic force generated by the primary coils 70a and 70b.

  The electric vehicle 1 includes a current collector 12 including a secondary coil 12a and a rectifier 12b, a power storage device 13, an inverter / converter 15, an SIV 14, an auxiliary machine 17, a motor 16, and wheels 18. The secondary coil 12a is fixed so as to protrude to the lower part of the electric vehicle 1 and to be positioned in a space between the primary coil 70a and the primary coil 70b during charging. The secondary coil 11 is formed so as to be wound over the orbital direction of the movable cores 69a and 69b. That is, the secondary coil 12a is in a state in which holes (hollow portions) are formed over the track width direction. At the time of charging, the movable cores 69a and 69b enter the hollow portion of the secondary coil 12a and connect the open portion of the core body 68 in a state of crossing the secondary coil 12a. At the time of non-charging, the movable cores 69a and 69b are secondary The core 12 is released from the hollow portion of the coil 12a to open the open portion. Thereby, AC power (inductive electromotive force) is generated in the secondary coil 12a by the high-frequency magnetic flux M0 generated in the primary core 67 during charging. The rectifier 12 converts AC power generated in the secondary coil 12a into DC power. The power storage device 13, the inverter / converter 14, the SIV 15, the auxiliary machine 16, the motor 17, and the wheels 18 are as described above.

  The surfaces of the primary core (that is, the core body 68 and the movable cores 69a and 69b) 67, the primary coils 70a and 70b, and the secondary coil 12a are covered with, for example, a resin-based insulator. Even when one of these is touched, an electric shock can be prevented. A similar insulation treatment may be applied to the surfaces of the drive mechanisms 80a and 80b. Similarly, electric shock can be prevented.

  When the charging is completed, as shown in FIG. 5, the supply of the high frequency power from the charging power source 22 is cut off. At the same time, the movable cores 69a and 69b are detached from the hollow portion of the secondary coil 12a, and the power supply to the power storage device 13 is stopped.

  Next, the operation of the embodiment of the overhead line-less traffic system to which the electric vehicle of the present invention is applied (control method of the overhead line-less traffic system) will be described.

  FIG. 6 is a conceptual diagram for explaining the operation of the overhead line-less traffic system. The overhead line-less transportation system is used for passengers or luggage while moving between a plurality of station buildings (station building 3a at station A, station building 3b at station B, station building 3c at station C,...) Where the electric vehicle 1 is provided on the track 4. To transport. At that time, in each station building, the electric vehicle 1 is stored by the charging units (21a, 21b, 21c,...) Of the charging devices (2a, 2b, 2c,. The device 13 is charged. And it moves on the track | orbit 4 which connects a some station building, and transports a passenger to the next station building. In the next station building, passengers are transported between a plurality of station buildings 3 provided on the way.

  FIG. 7 is a graph showing changes over time in vehicle speed, SOC, and charging power. 7A shows the vehicle speed, FIG. 7B shows the SOC, and FIG. 7C shows the charging power. The horizontal axis is time. Depart A station at time t0, arrive at B station at time t1, depart from B station at time t2, arrive at C station at time t3, depart C station at time t4, arrive at D station at time t5 , Respectively, indicating that the station D has been departed at time t6.

  Referring to FIG. 7A, when traveling from station A to station B, electric vehicle 1 first increases the speed from zero at a substantially constant acceleration from time t0 to time t1. Next, acceleration is stopped at a certain point in time, and the speed is kept constant for a predetermined time. Thereafter, the speed is reduced at a substantially constant acceleration. At time t1, the vehicle arrives at station B, and the speed becomes zero. The same applies to the case of going from station B to station C (from time t2 to time t3), from station C to station D (from time t4 to time t5), and the like.

  With reference to FIG.7 (c), the electric vehicle 1 charges the electrical storage apparatus 13 with the substantially constant charging power P1 from the time t1 to the time t2 while stopping at the B station. The charging power amount at this time is determined based on the power amount predicted to be used between the B station and the C station by the control device 11. At the time of charging, the charging power P1 is P1 = (amount of charging power charged at the B station) / (B station stop time: t2-t1). Similarly, while stopping at station C, power storage device 13 is charged with substantially constant charging power P2 from time t3 to time t4. The charge power amount is determined based on the power amount predicted to be used between the C station and the D station by the control device 11. At the time of charging, the charging power P2 is P2 = (amount of charging power charged at the C station) / (C station stop time: t4-t3). Similarly, while the D station stops, the power storage device 13 is charged with a substantially constant charging power P3 from time t5 to time t6. The amount of charging power is determined based on the amount of power predicted to be used between D station and E station (not shown) by the control device 11. At the time of charging, the charging power P3 is P3 = (amount of charging power charged at the D station) / (D station stop time: t6-t5). By performing charging with substantially constant charging power, the burden on the power storage device 13 is reduced, and electrical loss during charging can be reduced.

  With reference to FIG.7 (b), the case where it charges in C station is taken as an example, and the determination method of the said charging electric energy is demonstrated. E0 is the optimum SOC of the power storage device 13 mounted on the electric vehicle 1. E2 is the SOC before charging, and E1 is the target SOC after charging. Emin is the lowest value (predicted value) of SOC that fluctuates while traveling to the next charging facility. ΔE is the difference between E1 and Emin. The system is designed such that ΔE is smaller than a preset desired variation with respect to the increase or decrease of the SOC. A desirable range of variation of the SOC is ± 10% centering on E0. More preferably ± 5%. The charging electric energy is determined so that E1 which is the SOC after charging is equal to the sum of E0 and ΔE / 2. That is, by setting (charging energy = E0 + ΔE / 2−E2), the SOC can always be varied within a range of ± ΔE / 2 with E0 as the center.

  When the electric vehicle 1 moves from the A station to the B station, the electric power of the power storage device 13 is mainly consumed by the motor 17 by increasing the speed from zero at a substantially constant acceleration from time t0 to time t1. The Accordingly, the SOC decreases at a substantially constant rate. Next, acceleration is stopped at a certain point, and a predetermined time is set to a substantially constant speed. As a result, the electric power of the power storage device 13 is not consumed much except that it is reduced by the use of the auxiliary machine 17. Accordingly, the SOC becomes substantially constant. Thereafter, the motor 17 generates power by regeneration and charges the power storage device 13 until the speed becomes zero by decelerating the speed at a substantially constant acceleration. Along with this, the SOC increases. After arriving at station B at time t1, the SOC increases toward time t2 due to the charging described in FIG. When arriving at station C from station B and charging at station C (from time t2 to time t4) When arriving at station D from station C and charging at station D (from time t4 to time t6) ) And the like. In this case, the center of the SOC fluctuation is always the optimum SOC (E0), and the charge / discharge of the power storage device 13 is within the optimum SOC ± 10% (more preferably ± 5%). This burden can be reduced and its life can be extended.

  Next, details of the operation (control method of the overhead line-less traffic system) of the embodiment of the overhead line-less traffic system to which the electric vehicle of the present invention is applied will be described.

FIG. 8 is a flowchart for explaining the operation of the overhead line-less traffic system. Here, the case where the electric vehicle 1 goes from the station A to the station B in the overhead line-less traffic system shown in FIG. 6 will be described.
(1) Step S01
The electric vehicle 1 charges the power storage device 13 with the charging device 2 at the station A before departure. At that time, the control unit 33 stores the amount of electric power used by the electric vehicle 1 between the station A that is the place to be charged (first place) and the station B that is the place to be charged next (second place). Predict based on the operation-related information of the unit 51. Then, charging information related to charging is set corresponding to the predicted electric energy. Charging device 2 charges power storage device 13 based on the charging information.
(2) Step S02
The electric vehicle 1 leaves the station A. And it refers to the operation database 52 and operates on the track 4.
(3) Step S03
The electric vehicle 1 arrives at the station B.
(4) Step S04
The electric vehicle 1 refers to the operation database 52 and determines whether or not the station B is the end point. When station B is the end point, the operation ends. If station B is not the end point, the process returns to step S01. Even when the electric vehicle 1 heads from the station B to the station C or heads from the station C to the station D, the operation is performed in the same manner as the above-described S01 to S04.

  Here, the operation (S01) of charging the power storage device 13 of the electric vehicle 1 will be further described. FIG. 9 is a flowchart showing details of step S01.

(1) Step S11
For the power storage device 13 of the electric vehicle 1, the control unit 33 measures the amount of power stored in the power storage device 13 using the sensor 35.
(2) Step S12
The control unit 33 uses the route database 51 of the storage unit 51 for the power amount Ee used by the electric vehicle 1 between the station A and the station B (including the amount of power used, variation in the amount of stored power, and variation in SOC). , Based on the operation database 52, the vehicle database 53, and the auxiliary machine operation database 55. However, with reference to the operation history database 54 and the auxiliary machine operation history database 56, the electric energy (actual value) used in the past similar operation may be used.
(3) Step S13
The control unit 33 sets the charging power amount from the predicted variation in the power amount. That is, it calculates | requires by following Formula.
Charging electric energy = E0 + (E1-Emin.) / 2−E2 (1)
However,
E0: Optimum SOC of power storage device 13 (value inherent to power storage device 13)
E1: Target SOC after charging (set value or predicted value)
E2: SOC before charging (actual measured value)
Emin: Minimum SOC (predicted value) that fluctuates while traveling to the next charging facility
Here, E1 may be set in advance for each charging place (each station) (set value) or may be obtained by the following formula (predicted value: this formula is an example, and the present invention is based on this formula. Not limited to).
E1 = Ee / 2 + E0 (2)
Ee: Electricity consumed by electric vehicles between stations (predicted value)
The power storage device 13 is designed so that the increase / decrease in the SOC between all the stations is within a desirable range of fluctuation (± 10% centered on E0, more preferably ± 5%), Ee / 2 is also within the range.
(4) Step S14
The control unit 33 sets the constant power in order to charge the set charging power amount at a constant power. When the stop time (= charge time) at the station is t (sec), constant power (charge power P1 to P3) = set charge power amount (Wh) × 3600 / t (sec). The control unit 33 outputs the charging power amount, constant power, and charging time t to the charging device 2 as charging information via the communication unit 34.
The control unit 23 of the charging apparatus 2 receives charging information via the communication unit 24. The controller 23 charges the power storage device 13 via the current collector 12 using the charging power source 22 and the charging unit 21 based on the charging information.
(5) Step S15
Control unit 33 measures the amount of power stored in power storage device 13 after charging by sensor 35.

In step S13, when the increase / decrease in the amount of power stored in the power storage device 13 between the station A and the station B does not fall within the predetermined range, another charging place provided between the station A and the station B is selected. It is also possible to reset the next charging location and execute the above process.
Similarly, if it is initially planned not to charge at station B, in step S13, the increase or decrease in the amount of power stored in power storage device 13 between station A and station C does not fall within a predetermined range. It is also possible to reset the station B as the next charging place and execute the above process.

  Here, the operation (S12) for predicting the amount of power used by the electric vehicle 1 between the station A and the station B (including the amount of power used, variation in the amount of stored power, and variation in SOC) will be further described. FIG. 10 is a flowchart showing details of step S12.

(1) Step S21
The driving pattern estimation unit 41 of the control unit 33 is based on the route database 51, the operation database 52, and the vehicle database 53 of the storage unit 31, and the motor 17 of the electric vehicle 1 between the station A and the station B to be charged next. The driving pattern / regenerative pattern is estimated.
(2) Step S22
The drive energy calculation unit 42 calculates the amount of electric power necessary for the movement of the electric vehicle 1 between the station A and the station B based on the drive pattern / regeneration pattern of the electric vehicle 1 estimated by the driving pattern estimation unit 41. . In addition, you may use the past results of the electric power consumption of the operation history database 54. FIG.
(3) Step S23
The auxiliary machine operation estimation unit 43 estimates an operation pattern of the auxiliary machine 17 between the station A and the station B based on the auxiliary machine operation database 55 of the storage unit 31. The operation pattern of the auxiliary machine 17 is an operation pattern of the brake compressor and an operation pattern of the air conditioning equipment.
(4) Step S24
The auxiliary machine energy calculation unit 44 calculates the amount of electric power necessary for the operation of the auxiliary machine 17 between the stations A and B based on the operation pattern of the auxiliary machine 17 estimated by the auxiliary machine operation estimation unit 43. The amount of electric power required for the auxiliary machine 17 is calculated. In addition, you may use the past track record of the electric power consumption of the auxiliary machinery driving | operation history database 56. FIG.
(5) Step S25
The amount of power used by the electric vehicle 1 between the station A and the station B is calculated by adding the amount of power calculated in step S22 and the amount of power calculated in step S24.

  In step S12, when the overhead wire-less transportation system has a server and the actual power consumption values of all electric vehicles on the track 4 are always stored in the server, the electric vehicle 1 has the power of the immediately preceding electric vehicle. By receiving the actual value of the amount by data communication from the server, it is also possible to use it as a predicted value of its own electric energy. In that case, the time for calculating the predicted value of the amount of power to be used can be shortened. Or you may make it receive the data of the last electric vehicle directly by radio | wireless communication.

  FIG. 11 is another conceptual diagram illustrating the operation of the overhead line-less traffic system. This overhead line-less traffic system is different from the case of FIG. 6 in that the charging device 2b and its charging units 21b and 21b 'are on the track 4 between stations other than the station building. Such a place is provided when the SOC cannot be accommodated within the range of E0 ± ΔE / 2 only by charging at the station building (when it is desired to reduce the electric capacity of the power storage device 13) or suddenly in the middle When electric power is required, it is possible to cope with a case where it is desired to additionally supply electric power immediately before a section that consumes a lot of power (eg, a section with a steep and long slope or a section with many passengers). In this case, it is preferable to use the charging device 2 and the current collector 12 that can be charged even when the electric vehicle 1 is not stationary.

  According to the present invention, deterioration of a power storage device in an electric vehicle of an overhead line-less traffic system can be suppressed, and the life of the power storage device can be extended. And it becomes possible to raise the efficiency of charge of an electrical storage apparatus by constant power charge.

  By providing a plurality of charging locations on the track 4, the power capacity of the power storage device mounted on the electric vehicle can be reduced. Thereby, the space, weight, and cost of the power storage device can be reduced. And it becomes possible to reduce the cost of an electric vehicle and to improve transport efficiency.

FIG. 1 is a block diagram showing a first embodiment of an overhead line-less traffic system to which an electric vehicle of the present invention is applied. FIG. 2 is a diagram illustrating a configuration of the control unit. FIG. 3 is a diagram illustrating a configuration of the storage unit. FIG. 4 is a configuration diagram illustrating details of the charging unit during charging. FIG. 5 is a configuration diagram showing details of the charging unit during non-charging. FIG. 6 is a conceptual diagram for explaining the operation of the overhead line-less traffic system. FIG. 7 is a graph showing changes over time in (a) vehicle speed, (b) SOC, and (c) charging power. FIG. 8 is a flowchart for explaining the operation of the overhead line-less traffic system. FIG. 9 is a flowchart showing details of step S01. FIG. 10 is a flowchart showing details of step S12. FIG. 11 is another conceptual diagram illustrating the operation of the overhead line-less traffic system.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Electric vehicle 2 Charging device 3 Station building 4 Track 11 Control device 12 Current collector 12a Secondary coil 12b Rectifier 13 Power storage device 14 SIV (Static Inverter)
DESCRIPTION OF SYMBOLS 15 Inverter / converter 16 Motor 17 Auxiliary machine 18 Wheel 21 Charging part 22 Charging power supply 23 Control part 24 Communication part 31 Storage part 33 Control part 34 Communication part 35 Sensor 41 Operation pattern estimation part 42 Drive energy calculation part 43 Auxiliary machine operation estimation part 44 Auxiliary energy calculation unit 45 Charging power calculation unit 51 Route database 52 Operation database 53 Vehicle database 54 Operation history database 55 Auxiliary operation database 56 Auxiliary operation history database 67 Primary core 68 Core body 69, 69a, 69b Movable core member (Movable core)
70, 70a, 70b Primary coil 79 Recess 80, 80a, 80b Drive mechanism 81, 81a, 81b Base member 82, 82a, 82b Spring member

Claims (18)

A vehicle body that moves along a predetermined route using electric power;
A power storage device for storing the power ;
A storage unit that stores operation-related information related to the operation of the vehicle body in the route;
When charging the power storage device, based on the operation-related information, a control unit that sets a charging power amount corresponding to a change in SOC as a charging state of the power storage device in the route in operation until the next charging Equipped,
Said power storage device, when it is charged at a plurality of locations which can be charged in the path, increasing or decreasing the pre-Symbol S OC is, the capacitance to be within a predetermined range including the optimum SOC of the power storage device is set ,
The controller, when charging the power storage device at a first location that is one of the plurality of locations, the second location and the first location as locations to be charged next among the plurality of locations. Predicting the amount of power used by the vehicle body between and based on the operation-related information, and setting the amount of charged power corresponding to the predicted variation in the amount of power,
The charging power amount is defined as E0 is the optimum SOC, E1 is the SOC of the charging target, E2 is the SOC before charging, and Emin is the lowest SOC that varies between the first place and the second place. Set based on the following formula
Charging power amount = E0 + (E1-Emin.) / 2−E2
Electric vehicle. The electric vehicle according to claim 1,
The predetermined range is a range of ± 10% of the optimum SOC. The electric vehicle according to claim 1 or 2 ,
The operation-related information includes at least one of information on the route, information on the vehicle main body, information on an operation method of the vehicle main body, and information on power consumption in the past operation. The electric vehicle according to any one of claims 1 to 3 ,
The electric vehicle in which the amount of charged electric power is set so that a change in the amount of stored electric power after charging at the first location before charging at the second location is within the predetermined range. The electric vehicle according to any one of claims 1 to 4 , which moves along a preset route,
A plurality of charging devices that are installed at a plurality of places on the route and charge the power storage device of the electric vehicle in accordance with a set value of the amount of charging power from the control unit of the electric vehicle. . In the overhead line-less transportation system according to claim 5 ,
The electric vehicle charges the power storage device at a plurality of selected locations selected from the plurality of locations. In the overhead line-less transportation system according to claim 5 or 6 ,
The route is a track. (A) When charging a power storage device of an electric vehicle that moves on a preset route at a first location that is one of a plurality of rechargeable locations on the route, the stored power of the power storage device before charging Measuring the quantity;
(B) Operation related information regarding the operation of the electric vehicle in the route with respect to the amount of power used by the electric vehicle between the second place and the first place as the next charging place among the plurality of places. Predicting based on:
(C) Based on the predicted electric energy, the variation in the amount of stored electric power from after charging at the first location to before charging at the second location is the optimum of the SOCs as the charged state of the power storage device Setting the amount of charging power to be within a predetermined range with respect to a correct SOC;
(D) charging the power storage device based on the amount of charging power , and
The charging electric energy in the step (c) varies between E0 as the optimum SOC, E1 as the charging target SOC, E2 as the SOC before charging, and Emin between the first place and the second place. The lowest SOC value is set based on the following formula:
Charging power amount = E0 + (E1-Emin) / 2−E2
A control method for an overhead line-less traffic system. In the control method of the overhead line-less traffic system according to claim 8 ,
The step (b)
(B1) When an increase or decrease in the amount of stored power of the power storage device between the second location and the first location does not fall within the predetermined range, the second location of the plurality of locations and the A control method for an overhead line-less traffic system, comprising a step of resetting a third place between the first place and the second place as the second place. In the control method of the overhead line-less traffic system according to claim 8 or 9 ,
The power storage device is set to an electric capacity at which the increase / decrease of the SOC in the route falls within the predetermined range. In the control method of an overhead wire-less traffic system according to any one of claims 8 to 10 ,
The operation-related information includes at least one of information on the route, information on the electric vehicle and information on an operation method of the electric vehicle, and information on power consumption in the past operation. . In the control method of an overhead wire-less traffic system according to any one of claims 8 to 11 ,
The predetermined range is a range of ± 10% of the optimum SOC. In the control method of an overhead wire-less traffic system according to any one of claims 8 to 12 ,
The route is a track. A method for controlling an overhead line-less traffic system. (E) When charging a power storage device of an electric vehicle that moves on a preset route at a first location that is one of a plurality of rechargeable locations on the route, the stored power of the power storage device before charging Obtaining a quantity;
(F) Operation related information related to the operation of the electric vehicle in the route with respect to the amount of power used by the electric vehicle between the second place and the first place as the next charging place among the plurality of places. Predicting based on:
(G) Based on the predicted electric energy, a change in the amount of stored electric power from after charging at the first place to before charging at the second place is the optimum of the SOCs as the state of charge of the electric storage device Setting the amount of charging power to be within a predetermined range with respect to a correct SOC;
(H) instructing charging of the power storage device based on the amount of charging power , and
The charging electric energy in the step (g) varies between E0 as the optimum SOC, E1 as the target SOC, E2 as the SOC before charging, and Emin between the first place and the second place. The lowest SOC value is set based on the following formula:
Charging power amount = E0 + (E1-Emin) / 2−E2
A program that causes a computer to execute the method. The program according to claim 14 , wherein
The step (f)
(F1) When an increase or decrease in the amount of stored power of the power storage device between the second location and the first location does not fall within the predetermined range, the second location of the plurality of locations and the A program comprising the step of re-setting a third place between the first place as the second place. The program according to claim 14 or 15 ,
The operation-related information includes at least one of information on the route, information on the electric vehicle, information on an operation method of the electric vehicle, and information on power consumption in past operation. The program according to any one of claims 14 to 16 ,
The predetermined range is a range of ± 10% of the optimum SOC. The program according to any one of claims 14 to 17 ,
The path is a trajectory program.

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