JP4955493B2 - Vehicle travel control system - Google Patents

Description

  The present invention relates to a vehicle travel control system that performs vehicle control to improve riding comfort when an electric vehicle passes through a power system switching section.

  In an AC feeder power supply system, there is a ground facility (section switching) for switching power supplied from different substations. When the vehicle passes through the section switching section, the power supply to the vehicle is stopped for a short time.

  That is, when a predetermined time elapses after the vehicle enters the section switching section while receiving power supply from one substation, the power supply from the substation to the section switching section is stopped. Then, when a predetermined time elapses after the power supply is stopped, power supply from other substations to the section switching section is started.

  Since the power supply is switched in the section switching section in this way, in the section switching section, the power supplied to the vehicle changes from the supply state to the stop state in a short time, and further enters the supply state. Therefore, the torque generated by the motor for driving the vehicle that operates upon receiving power supply greatly fluctuates with the supply or stop of the power supply. This causes a front-rear impulse that causes the vehicle to swing back and forth, resulting in poor ride comfort. Become.

  When the vehicle enters the section switching section while the power regenerative brake is operating, the power regenerative brake is instantaneously turned off and the disc brake is turned on when the power supply is stopped, as in the case of the torque. That is, when entering the section switching section, on / off switching of the electric power regenerative brake and the disc brake is instantaneously performed, so that a front / rear impact is generated in the vehicle and the ride comfort of the vehicle is deteriorated.

Conventionally, a section switching method that divides the section switching section into three has been proposed in order to prevent the front and rear noise that occurs in the section switching section from occurring.
That is, the section switching section is divided into three sections, and power is supplied to the sections at both ends of the three sections from different substations, and power is supplied from both substations to the middle section. As the vehicle passes through the section, the substations that supply power are sequentially switched, so that when the vehicle passes through the section switching section, power is always supplied to the vehicle so that the power running torque fluctuations of the vehicle are changed. I tried to suppress it. (For example, refer to Patent Document 1).
JP 2000-203316 A

However, the feeder switching control device described above may not operate properly in the case of a vehicle that travels at a high speed such as a Shinkansen vehicle.
That is, in a vehicle that travels at a high speed such as the Shinkansen, the speed of the vehicle is high, and it is necessary to generate a high torque in order to drive the vehicle at a high speed. Therefore, in the Shinkansen vehicle, it is necessary to accurately grasp the travel position of the Shinkansen vehicle and switch the three power supply sections in a timely manner when passing through the switching section.

  However, since the above-described feeder switching control device cannot accurately grasp the traveling position of a high-speed vehicle such as a Shinkansen, the power supplied to the vehicle may temporarily stop. In addition, switching between the electric power regenerative brake and the disk brake occurs, and there is a problem in that the driving comfort of the vehicle is deteriorated due to the fluctuation of the power running torque and the forward / backward impulses due to the switching of the brake.

  The present invention has been made in view of such problems, and an object of the present invention is to provide a vehicle travel control system for improving riding comfort in a power system switching section in an electric vehicle.

  The invention according to claim 1, which was made to solve such a problem, is an electric vehicle that travels by receiving power supply from a power supply system having a power system switching section that switches power supplied from different power systems. The vehicle travel control system is a driving means (10: In this column, in order to facilitate understanding of the invention, the reference numerals used in the “Best Mode for Carrying Out the Invention” column are attached as necessary. However, this code does not mean that the scope of claims is limited.), The vehicle detection means (20) in the switching section and the control means (50) are provided.

  The drive means (10) is supplied with electric power and drives the vehicle (80) with a predetermined power running torque. The vehicle detection means (20) in the switching section indicates that the vehicle (80) has entered the power system switching section. Is detected.

  Further, the control means (50), when the vehicle detection means (20) in the switching section detects that the vehicle (80) has entered the power system switching section, the vehicle (80) enters the power system switching section. The power running torque generated by the driving means (10) is reduced with a predetermined reduction pattern until the time when the power supply to the power system switching section is stopped until the power supply switching is stopped. The drive means (10) is generated after the specified power supply restart time has elapsed or after the vehicle detection means (20) in the switching area detects that the vehicle (80) has advanced from the power system switching section. The power running torque is configured to increase in a predetermined increase pattern.

  According to such a vehicle travel control system, when the vehicle detection means (20) in the switching section detects that the vehicle (80) has entered the power system switching section, the vehicle (80) is switched to the power system switching section. The power running torque generated by the drive means (10) is reduced in a predetermined reduction pattern until the time when the power supply to the power system switching means is stopped after entering the power system.

  In addition, after the power supply is stopped, a predetermined power supply resumption time elapses, or after it is detected that the vehicle (80) has advanced from the power system switching section, the power running torque is predetermined. Ascend in a rising pattern.

  Thus, after the vehicle (80) enters the power system switching section, controlling the power running torque of the vehicle (80) can improve the riding comfort when the vehicle (80) passes through the power system switching section. it can. This will be described in detail.

  As described above, when the vehicle (80) passes through the power system switching section in a state where the power running torque is generated in the drive means (10), the power running torque of the drive means (10) fluctuates rapidly due to the stop / restart of power supply. As a result, a longitudinal impulse is generated in the vehicle (80). For example, in a vehicle (80) in which a large power running torque is generated by the drive means (10) in order to run at a high speed like a Shinkansen vehicle, the longitudinal impulse generated by the fluctuation of the power running torque is large.

  Therefore, in the power system switching section as described above, the power running torque is reduced with a predetermined reduction pattern until the power supply is stopped, and the power supply is restarted, or the vehicle (80) is moved from the power system switching section. If the power running torque is increased, the power running torque is increased in a predetermined rising pattern so that the power running torque does not fluctuate abruptly. And since a front-back impulse does not generate | occur | produce in a vehicle (80), the riding comfort when a vehicle (80) passes an electric power grid switching area improves.

  The same thing as the power running torque occurs in the brake. That is, when the vehicle enters the section switching section while the electric brake (10) is in operation, the electric brake (10) is instantaneously turned off and the disc brake is turned on when power supply is stopped. Therefore, since the on / off switching of the power regeneration brake and the disc brake is instantaneously performed when entering the section switching section, the front / rear impact is generated in the vehicle, and the riding comfort of the vehicle is deteriorated.

  Therefore, as described in claim 2, mechanical brake (15) for decelerating the vehicle by mechanically suppressing the rotation of the wheels of the vehicle and electrically suppressing the rotation of the wheels of the vehicle. An electric brake (10) for decelerating the vehicle, and when the electric brake (10) is operated, the control means (50) causes the vehicle to enter the power system switching section by the vehicle detection means in the switching section. When it is detected that the vehicle has entered, the operating force of the electric brake (10) is set to a predetermined value from the time when the vehicle enters the power system switching section until the time when power supply to the power system switching section is stopped elapses. After the power supply is stopped by reducing the reduction pattern and increasing the operating force of the mechanical brake (15) in a predetermined pattern, the power supply restart time elapses. Alternatively, after the vehicle detection means in the switching zone detects that the vehicle has advanced from the power system switching zone, the operating force of the electric brake (10) is raised in a predetermined rising pattern and the mechanical brake (15) is activated. The power is reduced in a predetermined pattern.

  Here, the “electric brake (10)” is a brake of a system that converts the kinetic energy of the vehicle into electric energy and applies the brake to the vehicle. For example, the drive device (10) like a power regenerative brake is used. This means a brake that acts as a generator and returns the power generated by the generator to the overhead line.

  “Mechanical brake (15)” means, for example, a brake that attaches a metal disc to an axle and presses a brake lining against the metal disc to generate a braking force, such as a disc brake.

  In this way, in the power system switching section, the operating force of the electric brake (10) is reduced with a predetermined reduction pattern and the operating force of the mechanical brake (15) is increased with a predetermined pattern before the power supply is stopped. . When the power supply is resumed or when the vehicle (80) leaves the power system switching section, the operating force of the electric brake (10) is increased in a predetermined rising pattern and the mechanical brake (15) is activated. The power is reduced by a predetermined pattern.

  Then, before the power supply stops, the operating force of the electric brake (10) becomes almost zero, and the operating force of the mechanical brake (15) is the required operating force. Even if the electric brake (10) and the mechanical brake (15) are switched, the operating force of the entire brake is not changed.

If there is no change in the operating force of the brake as a whole, the front and rear impulses will not occur in the vehicle (80), so that the riding comfort when the vehicle (80) passes through the power system switching section is improved.
In addition, as described in claim 3, the control means (50) includes the electric brake (10) and the electric brake (10) so that the sum of the operating force of the electric brake (10) and the operating force of the mechanical brake (15) is constant. When the mechanical brake (15) is controlled, even if the electric brake (10) and the mechanical brake (15) are switched, the operating force of the entire brake is constant and does not change, so that there is no longitudinal impact on the vehicle. Therefore, the ride comfort of the vehicle is improved.

  By the way, the time from when the vehicle (80) enters the power system switching section until the power supply stops is usually short. Therefore, in order to reduce the power running torque generated by the drive means (10) with a predetermined reduction pattern, it is necessary to accurately detect that the vehicle (80) has entered the power system switching section also on the vehicle (80) side. is there.

Therefore, as described in claim 4 , the vehicle detection means (20) in the switching section includes the power system switching section database (24a) in which the power system switching section is registered in advance and the position of the ATC ground unit (22). Based on the data, the position data obtained by the electromotive circuit formed by the track (90) and the vehicle (80) traveling on the track (90), and the speed data of the vehicle (80), the vehicle (80) An ATC in-vehicle device (20) for specifying the current position, and a power system switching in which the current position of the vehicle (80) specified by the ATC on-vehicle device (20) is registered in the power system switching section database (24a) When entering the section, it is detected that the vehicle (80) has entered the power system switching section. When the entering vehicle (80) leaves the power system switching section, the vehicle (80) It may be configured to detect that it has advanced from replacement interval.

The ATC in-vehicle device (20) can accurately detect the current position of the traveling vehicle (80). Therefore, as described in claim 4 , the current position of the vehicle (80) obtained by the ATC in-vehicle device (20) has entered the power system switching section registered in the power system switching section database (24a). Sometimes it is detected that the vehicle (80) has entered the power system switching section, and when the entering vehicle (80) leaves the power system switching section, the vehicle (80) has advanced from the power system switching section. If detected, it is possible to accurately detect that the vehicle (80) has entered the power system switching section and has advanced from the power system switching section.

Meanwhile, when the vehicle (80) passes through the electric power system switching zone, the control means (50) but are considered are various as generation patterns of power running torque generated in the driving means (10), in claim 5 As described, when the value obtained by dividing the predetermined first power running torque by the predetermined reduced acceleration is used as the slope and the power running torque is reduced with time, the power running torque is reduced at a constant rate. Therefore, a constant acceleration (reduced acceleration) is applied to the vehicle (80). That is, since the acceleration fluctuation of the vehicle (80) is constant, the riding comfort of the vehicle (80) is not adversely affected.

Further, as described in claim 6, if the first power running torque is the maximum power running torque that can be generated by the drive means, the drive means (10) is generated before and after the vehicle (80) passes through the power system switching section. Therefore, the drive means (10) can be used most efficiently.
Further, the predetermined increase pattern of the power running torque generated by the control means (50) in the drive means (10) is obtained by dividing the predetermined second power running torque by the predetermined acceleration of increase as described in claim 7 . If the value is set to be an inclination and the power running torque is increased with the passage of time, the power running torque increases at a constant rate, so that a constant acceleration (a rising acceleration) is applied to the vehicle (80). That is, since the acceleration fluctuation of the vehicle (80) is constant, the riding comfort of the vehicle (80) is not adversely affected.

Further, as described in claim 8, the motion means driving the second powering torque (10) is the maximum power torque that can be generated, the drive means before and after the vehicle (80) passes through the electric power system switching zone (10 ), The drive means (10) can be used most efficiently.

  Embodiments to which the present invention is applied will be described below with reference to the drawings. The embodiment of the present invention is not limited to the following embodiment, and can take various forms as long as they belong to the technical scope of the present invention.

(Configuration of vehicle travel control system)
FIG. 1 is a block diagram showing a schematic configuration of a vehicle travel control system. As shown in FIG. 1, the vehicle travel control system includes a drive device 10, a disc brake 15, an ATC onboard device 20, an ATC ground unit 22, an external storage device 24 (power system switching section database 24a), a speed generator 30, and a transmission. The apparatus 40 and the control apparatus 50 are comprised.

  The drive device 10 is supplied with electric power from the overhead line 60 via the pantograph 70, and drives the wheels 82 with a predetermined power running torque to drive the vehicle 80. Specifically, the pantograph 70 receives AC power from the overhead wire 60, once converted into DC, and then converted into three-phase AC, an inverter (not shown), an AC motor, and the like.

  The drive device 10 is also used as an electric power regenerative brake 10 for decelerating the vehicle by electrically suppressing the rotation of the vehicle wheels 82. That is, by using an AC motor as a generator and generating electric power by rotation of the vehicle wheel 82, the generator is used as a load of rotation of the wheel 82 to suppress the rotation of the wheel 82, that is, to actuate a brake.

  At this time, the operating force of the brake can be controlled by controlling the power generation amount of the generator. That is, if the amount of power generation is increased, the load increases, so the operating force as a brake increases. If the amount of power generation decreases, the load decreases, so the operating force as a brake decreases.

The electric power generated by the generator is returned to the overhead line 60 via the inverter and the pantograph 70.
The disc brake 15 is a brake for decelerating the vehicle by mechanically suppressing the rotation of the wheel 82 of the vehicle. A disc formed of carbon fiber or the like is provided on an axle (not shown) of the wheel 82 and the pad is attached to the disc brake 15. Therefore, the rotation of the wheel 82 is suppressed, that is, the brake is operated. At this time, the operating force is controlled by the amount of padding.

  The ATC in-vehicle device 20 includes a CPU, ROM, RAM, and external storage device 24 (not shown), and is mounted on the vehicle 80. The external storage device 24 of the ATC in-vehicle device 20 stores a power system switching section database 24a. In the power system switching section database 24a, position data of the power system switching section is registered in advance.

  The ATC in-vehicle device 20 is for detecting the position data of the ATC ground unit 22, the position data of the vehicle obtained by the electromotive circuit formed by the track 90 and the vehicle 80 traveling on the track 90, and the speed of the vehicle. The speed data of the vehicle 80 obtained by the speed generator 30 is input, and the current position of the vehicle 80 is specified.

  In addition, the ATC in-vehicle device 20 assumes that the vehicle 80 has entered the section switching section when the identified current position of the vehicle 80 is within the power system switching section registered in the power system switching section database 24a. The section switching section entry detection signal is output to the control device 50 via the transmission device 40.

  Furthermore, the ATC in-vehicle device 20 switches the section of the specified vehicle 80 when the vehicle 80 exits the power system switching section after entering the power system switching section registered in the power system switching section database 24a. A section switching section advance signal is output to the control device 50 via the transmission device 40 as having advanced from the section.

  The ATC ground unit 22 is disposed so as to be buried inside the two tracks of the track 90. When the vehicle 80 passes over the ATC ground unit 22, the position data of the ATC ground unit 22 is transferred to the ATC in-vehicle device 20. Send.

The speed generator 30 is for detecting the speed of the vehicle 80, and detects the speed of the vehicle 80 by generating a voltage proportional to the speed of the vehicle 80.
The transmission device 40 is a device for transmitting the section switching section entry detection signal and the section switching section advance detection signal output from the ATC in-vehicle device 20 to the control device 50. Specifically, the section switching section entry detection signal and the section switching section advance detection signal output from the ATC in-vehicle device 20 are transmitted between the transmission device 40 on the control device 50 side even in an environment such as noise. It is converted into a signal format that can be transmitted. For example, the input / output of the transmission device 40 is configured to be performed according to the RS-232C or RS-422 standard, and those detection signals are transmitted and received.

  The control device 50 is configured by a CPU, ROM, RAM, and the like (not shown), and when receiving a section switching section entry detection signal from the ATC in-vehicle device 20, the power for the section switching section after the vehicle 80 enters the section switching section. Until the supply is stopped, the power running torque generated by the drive device 10 is reduced with a predetermined reduction pattern. Then, after the power supply is stopped, after a predetermined power supply resumption time elapses or when a section switching section advance detection signal is received, the power running torque generated by the drive device 10 is increased in a predetermined increase pattern. Let

(Section switching operation in section switching section)
Here, the section switching operation in the section switching section will be described with reference to FIG. FIG. 2 is a diagram showing a section switching operation in a section switching section.

As shown in FIG. 2A, in the section 1 before entering the section switching section, the vehicle 80 travels by receiving the power transmitted from the substation A.
When the vehicle 80 advances and the vehicle 80 enters the section switching section as shown in FIG. 2B, the section switching operation is started.

  When the section switching operation is started, as shown in FIG. 2 (c), the power supply to the section 2 is stopped one second after the vehicle 80 enters the section switching section, and the section 2 enters a no-voltage state. .

Then, as shown in FIG. 2D, power is supplied from the substation B to the section 2 0.3 seconds after the power supply is stopped, and the power supply to the vehicle 80 is resumed.
Since the section switching operation is executed as described above, a phenomenon occurs in which electric power is not supplied to the vehicle 80 for 0.3 seconds in the section 2, and at that time, the power running torque changes abruptly, so that the front-rear impulse is generated. It is.

(Run control process)
Next, a travel control process executed by the control device 50 after the vehicle 80 enters the section switching section will be described based on the flowchart of FIG. FIG. 3 is a flowchart of processing executed by the control device 50 of the vehicle travel control system.

As shown in FIG. 3, a section switching section entry detection signal is input from the ATC in-vehicle device 20 in S100.
In subsequent S105, it is determined whether or not a section switching section entry detection signal is input. When it is determined that the section switching section entry detection signal has not been input (S105: No), the process proceeds to S100, and the section switching section entry detection signal input process from the ATC in-vehicle device 20 is repeated. On the other hand, when it is determined that a section switching section entry detection signal has been input (S105: Yes), the process proceeds to S110.

  In S <b> 110, it is determined whether or not the drive device 10 is operated as the power regenerative brake 10. If it is determined that the power regenerative brake 10 is operating (S110: Yes), the process proceeds to S145, and if it is determined that the power regenerative brake 10 is not operating (S110: No), the process proceeds to S115. Migrated.

  In S115, the power running torque is reduced at a certain rate, and it is determined in S120 whether or not a predetermined time has elapsed. In the present embodiment, this predetermined time is 1 second (see FIG. 2). And when predetermined time (1 second) has not passed (S120: No), a process is returned to S115 and power running torque is reduced until predetermined time passes. When the predetermined time has elapsed (S120: Yes), the process proceeds to S125.

In S125 and S130, the power running torque is set to 0 for a predetermined time. In the present embodiment, this predetermined time is 0.3 seconds (see FIG. 2).
When a predetermined time (0.3 seconds) has elapsed since the power running torque became 0, the power running torque is increased at a constant rate in S135, and in S140, it is determined whether or not the predetermined power running torque has been reached. Is done.

  If the predetermined power running torque has not been reached (S140: No), the process is returned to S135, and the power running torque is increased. On the other hand, when the predetermined power running torque is reached (S140: Yes), the process is returned to S100, and the traveling control process is repeated.

  If it is determined in S110 that the power regenerative brake 10 is operating and the process proceeds to S145, the operating force of the power regenerative brake 10 is reduced at a constant rate in S145, and in S150, the disc brake 15 The operating force is increased at a constant rate.

  Note that when the operating force of the power regenerative brake 10 is reduced in S145 and the operating force of the disc brake 15 is increased in S150, the sum of the operating force of the power regenerative brake 10 and the operating force of the disc brake 15 becomes constant. Thus, the power regeneration brake 10 and the disc brake 15 are controlled.

  In subsequent S155, it is determined whether or not a predetermined time has elapsed. In the present embodiment, this predetermined time is 1 second (see FIG. 8). If the predetermined time (1 second) has not elapsed (S155: No), the process is returned to S145, and the operating force of the power regenerative brake 10 and the disc brake 15 is controlled until the predetermined time elapses. Then, when the predetermined time has elapsed (S155: Yes), the process proceeds to S160.

  In S160, it is determined whether or not a predetermined time has elapsed after the power supply is stopped. If the predetermined time has not elapsed (S160: No), the process of S160 is repeated until the predetermined time has elapsed, If the predetermined time has elapsed (S160: Yes), the process proceeds to S165.

In S165, the operating force of the disc brake 15 is reduced at a constant rate, and in the subsequent S170, the operating force of the power regenerative brake 10 is increased at a constant rate.
When the operating force of the disc brake 15 is reduced in S165 and the operating force of the power regenerative brake 10 is increased in S170, the sum of the operating force of the disc brake 10 and the operating force of the power regenerative brake 10 becomes constant. Thus, the disc brake 10 and the power regeneration brake 15 are controlled.

  In subsequent S180, it is determined whether or not the operating force of the power regenerative brake 10 has reached a predetermined value. If the operating force has not reached a predetermined value (S180: No), the process returns to S165, and the operating force The operating force is controlled until becomes a predetermined value. When the operating force reaches a predetermined value (S180: Yes), the process is returned to S100, and the travel control process is repeated.

  The relationship between the section switching operation and the vehicle-side travel control when the vehicle 80 incorporating the vehicle control system described above passes through the section switching section with the maximum torque will be described with reference to FIG.

  As shown in FIG. 4A, in the section 1 before entering the section switching section, the vehicle 80 receives the power transmitted from the substation A and travels with the maximum power running torque that can be generated by the drive device 10. Yes.

  When the vehicle 80 travels and the vehicle 80 enters the section switching section as shown in FIG. 4B, the section switching operation is started. At this time, the vehicle 80 side detects that the ATC in-vehicle device 20 has entered the section switching section. Then, a section switching section entry detection signal is input from the ATC in-vehicle device 20 to the control device 50, and the power running torque starts to be reduced at a constant rate.

  The reduction pattern of the power running torque at this time is an elapsed time from the maximum power running torque value to 0 with the gradient (the constant value) obtained by dividing the maximum power running torque value that can be generated by the drive device 10 by a predetermined reduction rate. It will be reduced in proportion to.

  Next, as shown in FIG. 4C, the power supply to the section 2 is stopped one second after the vehicle 80 enters the section switching section. At this time, the power running torque is set to zero on the vehicle 80 side.

  And as shown in FIG.4 (d), electric power is supplied from the substation B to the area 2 0.3 second after an electric power supply is stopped. At this time, on the vehicle 80 side, the power running torque is increased at a constant rate until it reaches a predetermined value.

  The rising pattern of the power running torque at this time is an elapsed time from 0 to the maximum power running torque value with a value (a constant value) obtained by dividing the maximum power running torque value that can be generated by the drive device 10 by a predetermined rate of increase as a slope. It rises in proportion to.

  As described above, since the power running torque is smoothly reduced and increased on the vehicle 80 side in response to the section switching operation, even if a phenomenon occurs in which electric power is not supplied to the vehicle 80 in Section 2 for 0.3 seconds. The power running torque does not change abruptly. And since a power running torque does not change abruptly, a back-and-forth impulse does not occur.

FIG. 5 shows how the values of the section switching section entry detection signal, the overhead line voltage, and the power running torque change when traveling control is performed as shown in FIG.
As shown in FIG. 5, when the vehicle 80 enters the section switching section and the section switching operation starts, the section switching section entry detection signal becomes High. Then, the power running torque starts to be reduced at a constant rate.

  When the section switching operation is started and 1 second elapses, the overhead line voltage is changed from 25,000 [V] to 0 [V]. At this time, since the power running torque has already been reduced to near zero, power is not supplied to the driving device 10 when the overhead line voltage becomes 0 [V], and even if the power running torque that can be generated by the driving device 10 becomes zero. The power running torque hardly fluctuates. Since the fluctuation of the power running torque is small, the vehicle 80 does not generate the front-rear impulse caused by the fluctuation of the power running torque.

  FIG. 6 shows data obtained by measuring fluctuations in actual powering torque when the vehicle travel control system is not incorporated into the vehicle 80 and when the vehicle running control system is incorporated in the section switching section. FIG. 6A shows fluctuations in power running torque in a conventional vehicle before incorporating this vehicle travel control system, and FIG. 6B incorporates this vehicle travel control system so that front and rear impulses do not occur. The fluctuation | variation of the power running torque in the vehicle 80 which performed is shown. 6A and 6B, the horizontal axis represents time, and the vertical axis represents longitudinal acceleration.

  As shown in FIG. 6A, in the conventional vehicle, it is understood that the longitudinal acceleration changes abruptly when passing through the section switching section, and the longitudinal impulse is generated in the vehicle. On the other hand, in the vehicle 80 incorporating this vehicle travel control system, the longitudinal acceleration changes smoothly when passing through the section switching section as shown in FIG. I understand that there is no.

  Further, the relationship between the section switching operation and the traveling control on the vehicle side when the vehicle 80 incorporating the vehicle control system passes through the section switching section with the brake activated will be described with reference to FIG.

As shown in FIG. 7A, in the section 1 before entering the section switching section, the vehicle travels with the power regenerative brake 10 activated.
When the vehicle 80 travels and the vehicle 80 enters the section switching section as shown in FIG. 7B, the section switching operation is started. At this time, the vehicle 80 side detects that the ATC in-vehicle device 20 has entered the section switching section. Then, a section switching section entry detection signal is input from the ATC in-vehicle device 20 to the control device 50, the operating force of the power regenerative brake 10 starts to be reduced at a constant rate, and the operating force of the disc brake 15 is increased at a constant rate. start.

Next, as shown in FIG. 7C, the power supply to the section 2 is stopped one second after the vehicle 80 enters the section switching section.
Then, as shown in FIG. 7D, power is supplied from the substation B to the section 2 0.3 seconds after the power supply is stopped. At this time, on the vehicle 80 side, the operating force of the electric power regenerative brake 10 is increased at a constant rate until it reaches a predetermined value, and the operating force of the disc brake 15 is reduced at a constant rate.

  As described above, the operating force of the power regenerative brake 10 and the disc brake 15 is smoothly reduced and increased on the vehicle 80 side in response to the section switching operation. Even if a phenomenon in which is not supplied occurs, the operating force of the brake does not change abruptly. And since the operating force of a brake does not change abruptly, front-rear impulse does not occur.

  When traveling control is performed as shown in FIG. 7, how the values of the section switching section entry detection signal, the overhead line voltage, the operating force of the power regenerative brake 10 and the operating force of the disc brake change. As shown in FIG.

  As shown in FIG. 8, when the vehicle 80 enters the section switching section and the section switching operation is started, the section switching section entry detection signal becomes High. Then, the operating force of the power regenerative brake 10 starts to be reduced at a constant rate, and the operating force of the disc brake 15 starts to increase at a constant rate.

  When the section switching operation is started and 1 second elapses, the overhead line voltage is changed from 25,000 [V] to 0 [V]. At this time, since the operating force of the power regenerative brake 10 has already been reduced to near zero and the operating force of the disc brake 15 has reached the rated value, the power regenerative brake 10 operates when the overhead line voltage becomes 0 [V]. Even if the operating force that can be generated by the electric power regenerative brake 10 becomes zero, the operating force of the brake hardly fluctuates. Since the fluctuation of the brake operating force is small, the vehicle 80 does not generate the longitudinal impulse caused by the fluctuation of the brake operating force.

  FIG. 9 shows data obtained by measuring actual fluctuations (acceleration) when passing through the section switching section when the vehicle travel control system is not incorporated into the vehicle 80 and when it is incorporated. FIG. 9A shows the fluctuation (acceleration) when the section switching operation is performed at the time of braking in the conventional vehicle before incorporating the vehicle travel control system, and FIG. 9B shows the vehicle travel control. The fluctuation (acceleration) in the vehicle 80 in which the system is incorporated and improved so as not to generate the longitudinal impulse is shown. 9A and 9B, the horizontal axis indicates time, and the vertical axis indicates longitudinal acceleration.

  As shown in FIG. 9A, in the conventional vehicle, the longitudinal acceleration rapidly changes to about 0.80 G / s when passing through the section switching section, and it can be seen that the longitudinal impulse is generated in the vehicle. On the other hand, in the vehicle 80 incorporating this vehicle travel control system, as shown in FIG. 9 (b), the change in the longitudinal acceleration is a smooth change of about 0.08 G / s when passing through the section switching section. It can be seen that the forward and backward impulse of the vehicle 80 is greatly reduced as compared with the conventional vehicle.

  As described above, in the vehicle running control system, when running with the power running torque generated, the power running torque is reduced in a predetermined reduction pattern until the power supply is stopped in the section switching section. When power supply is restarted, the power running torque is increased in a predetermined increase pattern so that the power running torque does not fluctuate rapidly. Accordingly, no forward / backward impulse is generated in the vehicle 80. And since the front-rear impulse does not occur in the vehicle 80, the riding comfort when passing through the section switching section is improved.

  In the state where the power regenerative brake 10 is operated, the operating force of the power regenerative brake 10 is reduced in a predetermined reduction pattern and the disc brake 15 is raised in a predetermined pattern before the power supply is stopped in the section switching section. I am letting. When the power supply is resumed, the operating force of the power regenerative brake 10 is increased with a predetermined rising pattern, and the operating amount of the disc brake 15 is decreased with a predetermined pattern so that the operating force of the brake does not fluctuate rapidly. It has become. Accordingly, no forward / backward impulse is generated in the vehicle 80. And since the front-rear impulse does not occur in the vehicle 80, the riding comfort when passing through the section switching section is improved.

  In the vehicle travel control system, the current position of the traveling vehicle 80 is obtained using the ATC in-vehicle device 20. Since the ATC in-vehicle device 20 can accurately detect the current position of the traveling vehicle, it can accurately detect that the vehicle 80 has entered the section switching section and that the vehicle 80 has advanced from the section switching section.

  Further, since the reduction pattern of the power running torque generated in the drive device 10 is set so that the power running torque is reduced at a constant rate, a constant acceleration (reduced acceleration) is applied to the vehicle 80. In other words, since the acceleration fluctuation of the vehicle 80 is constant, no forward / backward impulse is generated in the vehicle 80 and the riding comfort of the vehicle is not adversely affected.

  Further, since the power running torque increasing pattern generated in the driving device 10 is set so that the power running torque increases at a constant rate, the vehicle 80 is subjected to a constant acceleration (a rising acceleration). In other words, since the acceleration fluctuation of the vehicle 80 is constant, no forward / backward impulse is generated in the vehicle 80 and the riding comfort of the vehicle is not adversely affected.

  Further, when the power running torque is reduced, the power running torque is reduced from the maximum power running torque that can be generated by the drive device 10, and when the power running torque is increased, the power running torque is increased from 0 to the maximum power running torque. Therefore, since the vehicle 80 can travel with the maximum power running torque generated by the drive device 10 before and after passing through the power system switching section, the drive device 10 can be used most efficiently.

  Since the power regeneration brake and the disc brake 15 are controlled so that the sum of the actuation force of the power regeneration brake 10 and the actuation force of the disc brake 15 is constant, the power regeneration brake 10 and the disc brake 15 are Even when switching, the operating force of the entire brake remains constant. Therefore, since the front / rear impact is not generated in the vehicle, the ride comfort of the vehicle is improved.

(Other embodiments)
As mentioned above, although embodiment of this invention was described, this invention is not limited to this embodiment, A various aspect can be taken.

  (1) In this embodiment, the reduction pattern and the increase pattern of the power running torque are reduced or increased at a constant rate with respect to the elapsed time, but other patterns may be used. For example, when a section switching section entry detection signal is received, a curved pattern that reduces the power running torque at a large rate and reduces the reduction rate immediately before the power supply from the overhead line stops (the reverse is the case when it rises) ) May reduce the power running torque.

  (2) In the present embodiment, after the power running torque is reduced to 0 and the power running torque is increased after a certain time (0.3 seconds) has elapsed after the power supply is stopped, the power running torque is increased (see S125 to S140 in FIG. 3). ) If the vehicle 80 advances from the section switching section after the power is stopped, the power running torque may be increased.

  That is, in the travel control process shown in the flowchart of FIG. 3, after the power running torque is set to 0 in S125, S127 is added, and a section switching section advance signal is input in S127. In subsequent S130, it is determined whether or not a section switching section advance signal has been input instead of determining whether or not a predetermined time has elapsed after stopping the power supply.

  If the section switching section advance signal is input (S130: Yes), the process proceeds to S135, and the power running torque is increased. On the other hand, when the section switching section advance signal is not input (S130: No), the process proceeds to S125 so that the torque is maintained at zero.

It is a block diagram which shows schematic structure of a vehicle travel control system. It is the figure which showed the section switching operation | movement in a section switching area. It is a flowchart of the process performed with the control apparatus 50 of a vehicle travel control system. It is a figure which shows the relationship between the section switching operation | movement at the time of the vehicle incorporating a vehicle control system passing a section switching area with the maximum torque, and traveling control on the vehicle side. It is a figure which shows how each value of a section switching section approach detection signal, an overhead wire voltage, and a power running torque changes when a vehicle incorporating a vehicle control system passes through a section switching section with a maximum torque. It is a figure which shows the data which measured the fluctuation | variation of the actual power running torque at the time of passing the section switching area with the case where this vehicle travel control system is not incorporated in the vehicle 80, and when it is incorporated. It is a figure which shows the relationship between the section switching operation | movement at the time of the vehicle incorporating a vehicle control system passing a section switching area in the state which act | operated the brake, and traveling control on the vehicle side. It is a figure which shows how each value of a section switching section approach detection signal, overhead wire voltage, and power running torque changes when a vehicle incorporating a vehicle control system passes through a section switching section with a brake activated. . It is a figure which shows the data which measured the fluctuation | variation of the actual power running torque at the time of passing the section switching area in the state which act | operated the brake in the case where this vehicle travel control system is not incorporated in the vehicle 80, and when it is incorporated.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Drive device, electric power regeneration brake, 15 ... Disc brake, 20 ... ATC vehicle equipment, 22 ... ATC ground unit, 24 ... External storage device, 24a ... Electric power system switching area database, 30 ... Speed generator, 40 ... Transmission device , 50 ... control device, 60 ... overhead wire, 70 ... pantograph, 80 ... vehicle, 82 ... wheel, 90 ... track.

Claims (8)

A vehicle travel control system for an electric vehicle that travels by receiving power supply from a feeder power supply system having a power system switching section that switches power supplied from different power systems,
Drive means for receiving power supply and driving the vehicle with a predetermined power running torque;
A vehicle detection means in a switching section that detects that the vehicle has entered the power system switching section and has advanced from the power system switching section;
When the vehicle detection means in the switching section detects that the vehicle has entered the power system switching section, power supply to the power system switching section is stopped after the vehicle enters the power system switching section. The power running torque generated by the driving means is reduced with a predetermined reduction pattern until a predetermined power supply restart time has elapsed after the power supply is stopped, Control means configured to increase the power running torque generated by the drive means in a predetermined rising pattern after detecting that the vehicle has advanced from the power system switching section by the vehicle detection means in the switching zone;
A vehicle travel control system comprising: The vehicle travel control system according to claim 1,
A mechanical brake for decelerating the vehicle by mechanically suppressing rotation of wheels of the vehicle;
An electric brake for decelerating the vehicle by electrically suppressing rotation of wheels of the vehicle;
With
The control means includes
When the electric brake is operated and the vehicle detection means in the switching section detects that the vehicle has entered the power system switching section, the vehicle has entered the power system switching section and then the Until the time during which the power supply to the power system switching section is stopped, the electric brake operating force is reduced with a predetermined reduction pattern and the mechanical brake operating force is increased with a predetermined pattern to supply power. The electric brake is applied after a predetermined power supply restart time has elapsed after the vehicle is stopped or after the vehicle detection means in the switching area detects that the vehicle has advanced from the power system switching section. The operating force of the mechanical brake is increased in a predetermined rising pattern, and the operating force of the mechanical brake is decreased in a predetermined pattern. Vehicle running control system according to claim Rukoto. In the vehicle travel control system according to claim 2,
  The control means includes
  A vehicle travel control system, wherein the electric brake and the mechanical brake are controlled so that a sum of an operating force of the electric brake and an operating force of the mechanical brake is constant. In the vehicle travel control system according to any one of claims 1 to 3 ,
The vehicle detection means in the switching section is
A power system switching section database in which power system switching sections are registered in advance;
The vehicle obtained by speed detection means for detecting the position data of the vehicle and the vehicle position data obtained by the electromotive circuit formed by the position data of the ATC ground element, the track and the vehicle running on the track. An ATC in-vehicle device that identifies the current position of the vehicle based on the speed data of
With
The vehicle has entered the power system switching section when the current position of the vehicle specified by the ATC vehicle-mounted device enters the power system switching section registered in the power system switching section database. A vehicle travel control system that detects and detects that the vehicle has advanced from the power system switching section when the entering vehicle leaves the power system switching section. In the vehicle travel control system according to any one of claims 1 to 4 ,
The predetermined reduction pattern of the power running torque generated by the control means in the drive means reduces the power running torque as time passes, with a value obtained by dividing the predetermined first power running torque by a predetermined reduction acceleration, as a slope. A vehicle travel control system characterized by being a thing. In the vehicle travel control system according to claim 5,
The vehicle travel control system, wherein the first power running torque is a maximum power running torque that can be generated by the drive means. In the vehicle travel control system according to any one of claims 1 to 6 ,
The predetermined increase pattern of the power running torque generated by the control means in the drive means increases the power running torque as time passes, with a value obtained by dividing the predetermined second power running torque by a predetermined increase acceleration as a slope. A vehicle travel control system characterized by being a thing. The vehicle travel control system according to claim 7 ,
Before Stories second power torque, the vehicle running control system, wherein the drive means is a maximum power torque that can be generated.