JP5142655B2 - Electric locomotive and control method thereof - Google Patents

Description

  The present invention relates to an electric locomotive used in a freight train or the like, and more particularly to an electric locomotive connected to a train of trains.

  In the case of a freight train with long train growth in which a large number of freight cars are connected, there are trains connected to locomotives at the beginning and the end of the train in order to obtain a desired traction force. In countries with vast land, freight trains of several kilometers are organized, and long trains with locomotives connected to the middle of the train in addition to the beginning and end of the train are also operating.

  For example, in the case of a freight train with a locomotive connected to the beginning and the end, the driver is on both the first locomotive (main locomotive) and the last locomotive (auxiliary locomotive), and the auxiliary engine There is a form in which the vehicle is unmanned, that is, controlled by a control device. In the case where the driver is in charge of the main locomotive and the auxiliary locomotive, the driver of the auxiliary locomotive communicates with the driver of the main locomotive by radio call or whistle and operates the auxiliary locomotive.

  In the case where the auxiliary locomotive is controlled by the control device, the main locomotive transmits power running and brake commands not only to the own vehicle but also to the auxiliary locomotive being organized by the transmission device. As a result, the main locomotive and the auxiliary locomotive are controlled by the same power running command (torque command) and brake command.

  In the case of a train with a long train length ranging from several tens to several hundreds or several kilometers, the leading main locomotive and the last auxiliary locomotive have different conditions such as the slope and curve of the running track. For example, when driving near the top of a mountain or hill, the main locomotive travels downhill and the auxiliary locomotive travels uphill, so the vehicle is connected at the inflection point of the slope (here near the top). A very large tension is generated in the coupler. Also, when traveling in depressions, the leading main locomotive travels uphill and the last auxiliary locomotive travels downhill, so it is connected at the inflection point of the slope (here, near the lowest ground). A very large compressive force is generated in the vessel. Thus, a large weight is applied to the coupler at the inflection point of the gradient. Generally, the strength of the coupler is designed with a maximum value of about several tens to two hundreds of freight cars. Therefore, in the case of a long train, it is difficult to realize a longer train.

  An object of the present invention is to further increase the knitting growth of a freight train by using a coupler having the same strength as that of the conventional one.

  The auxiliary locomotive according to the present invention compares the command from the main locomotive with the host vehicle state detected by the detection mechanism mounted on the host vehicle, modifies the command from the main locomotive, Determine the command value.

That is, the electric locomotive according to an embodiment of the present invention includes a main electric locomotive, the connected via a plurality of vehicles to the main electric locomotive, controlled based on a command from the main electric locomotive wherein an electric locomotive in a train with an electric locomotive is made, a receiving means for receiving information of the power running command and the like transmitted from the previous SL main electric locomotive, the detection position for detecting the position of the vehicle means, route data such as slope inflection point of the line, and storage means for storing the knitting data of the train length and the like, the position of the vehicle detected by the front Symbol position detecting means, stored in said storage means Based on the gradient inflection point position and the train length, it is determined whether the train is passing the gradient inflection point, and the reception is performed when the result of the determination indicates that the train is passing. Receiving a power running command from the main electric locomotive via means There When, then modified based the power running command to change the distance between the slope inflection point position and the position of the vehicle, and control means for controlling the vehicle based on the power running command and this fix.

  Compared with the case where the main locomotive and the auxiliary locomotive are controlled by the same power running command, it is possible to reduce the impact and the load on the coupler. This effect is significant in a long train (about several km in train length) in which a load exceeding the strength of a normal coupler can occur. In other words, according to the present invention, train knitting growth can be further increased by using a coupler having the same strength as in the prior art.

  Embodiments of the present invention will be described below with reference to the drawings.

  FIG. 1 is a diagram illustrating a state in which a long train train passes through a gradient inflection point C in a situation where the gradient changes from descending to ascending.

  The leading vehicle is the main locomotive, and is a vehicle on which the crew rides and operates. The locomotive connected to the rear is an auxiliary locomotive, and the crew is not on board and is an unmanned vehicle. Considering the gap between the couplers, a force in the direction opposite to the traveling direction acts on the vehicle on the A side of the gradient inflection point C in the figure, and a force in the traveling direction acts on the vehicle on the B side. In this case, the optimum traction force Ts of the auxiliary locomotive does not generally coincide with Tm. However, in the conventional remote control system, Ts can only take the same value as Tm. An embodiment of the system according to the present invention solves this problem.

  FIG. 2 is a diagram illustrating a state in which a long train runs through a gradient inflection point D where the gradient changes from ascending to descending.

  Tensile forces in the traveling direction (downhill side) and in the opposite direction (uphill side) act on the coupler at the inflection point D in the figure. In general, the strength of the coupler is often designed with the maximum stress generated during knitting of about several tens to one hundred freight cars as the maximum value. When the train knitting growth is increased, the weight increase to the coupler at the gradient inflection point becomes a restriction for the long knitting.

  Connecting the locomotive to the rear part of the knitting as in the example of FIG. 2 is an effective means for reducing the load on the coupler at the gradient inflection point D. However, when the output of individual locomotives is increased as the means for enhancing the transportation capacity of the knitting unit and the number of connected freight cars is increased, temporary stresses caused by idle running of the locomotives and idle play of the couplers are shown in FIG. The influence on the coupler located on the inflection point D is not negligible. The present invention also provides an effective solution for these problems.

  FIG. 3 is a diagram showing an example of a long train train to which the present invention is applied.

  The leading vehicle is the main locomotive 100, which is a vehicle on which the crew rides and operates. The last vehicle is the auxiliary locomotive 200, and no crew is on board. The unmanned vehicle receives a power running (torque) command from the crew of the main locomotive 100, corrects the power running command, and controls the own vehicle. Both the main locomotive 100 and the auxiliary locomotive 200 are supplied with electric power from an overhead line (not shown) via the pantograph 110, and run on the rail 111 by driving the electric motor of the own vehicle. For example, several hundred freight cars 101, 102,... Are connected between the main locomotive 100 and the auxiliary locomotive 200, and the total length of this train is, for example, several kilometers. As such a train wagon, for example, a bogie wagon is used. The bogie wagon refers to a wagon equipped with a bogie (bogie bogie) that can rotate in a horizontal direction with respect to the vehicle body. Bogie freight cars are suitable for mass transportation of cargo because there is no hindrance to passing curves even if the body length is increased.

  In this embodiment, a train in which an auxiliary locomotive is connected to the tail is described as an example, but the present invention is not limited to this, and the auxiliary locomotive is connected to one or more vehicles between the leading vehicle and the trailing vehicle. The same can be applied to the case. The main locomotive 100 includes a control device 10a as electric locomotive control means, and similarly, the auxiliary locomotive 200 includes a control device 10b.

  FIG. 4 is a block diagram showing the configuration of the control device 10a of the main locomotive 100. As shown in FIG.

  The control device 10a includes a control unit 11a, a remote operation device 12a, and a master controller 13. Based on the power running command and brake command from the master controller 13, and the actual speed, actual torque, actual brake force, idling detection, and other detection signals detected by the various detection means, the control unit 11a is an AC motor drive device ( A power running command (own vehicle) to the vehicle (not shown) and a brake command (vehicle) to the brake device are generated.

  The master controller 13 outputs a power running command and a brake command to the control unit 11 based on a crew member (driver) operation signal input from a cab (not shown). The remote control device 12a receives the modulated various information from the auxiliary locomotive 200, and a transmitter that modulates information including the power running command and the brake command provided from the control unit 11a and transmits the modulated information to the auxiliary locomotive 200. A receiver that demodulates the signal. Transmission / reception of such information is performed by radio, for example.

  FIG. 5 is a block diagram showing a configuration of the control device 10b of the auxiliary locomotive 200.

  The control device 10b includes a control unit 11b, a remote operation device 12b, a current position detection unit 15, and a route data storage unit 14. A power running command and a brake command to the auxiliary locomotive 200 are transmitted from the main locomotive 100 to the control unit 11b via the remote control device 12b. The control unit 11b has an internal storage device in which knitting data such as the total train length and the total loaded weight is recorded. The route data storage unit 14 stores route data such as the gradient of the route on which the train travels, the position of the gradient inflection point, and the curvature of the curve. The current position detector 15 may be a GPS (global positioning system) or simply an odometer. When the current position detection unit 15 is an odometer, the control unit 11b reads the route data from the route data storage unit 14, and compares the travel distance from the starting station with the route data, for example, to detect the current position. Here, it is assumed that the current position detection unit 15 is a GPS.

  The control unit 11b includes the current position detected by the current position detection unit 15, the route data recorded in the route data storage unit 24, the knitting data recorded in the internal storage device, and the above-described actual speed, actual torque, idling detection, etc. Based on the detection signal, correction is made to the power running and brake commands from the main locomotive, and the AC motor drive device and brake device of the own vehicle are controlled by the corrected power running commands and brake commands. The control unit 11b can transmit a power running and a brake command to the host vehicle 100 to the main locomotive 100 via the remote control device 12b. Further, the control unit 11b can input an abnormality detection signal from a sensor that detects motor temperature abnormality, fire, disconnection, etc., and can transmit it to the main locomotive 100 as various information via the remote control device 12b. As a result, the main locomotive can grasp the operation status of the auxiliary locomotive and detect an abnormality.

  Hereinafter, an embodiment of the control operation of the control unit 11b will be described. In this embodiment, in order to simplify the description, the control unit 11b controls the own vehicle by correcting the power running command received from the main locomotive 100 based on the current position on the route data and the total train length. The case where it does is demonstrated. This control is performed when the train passes through the gradient inflection point. In this embodiment, the power running command is a torque command. This torque command is a notch command (stepped torque command) given by the crew of the main locomotive 100 at the driver's cab. The remote control device of the auxiliary locomotive 200 is wirelessly transmitted from the remote control device 12 of the main locomotive 100. 22 is received. In the present embodiment, a freight train composed of freight cars having the same vehicle length and the same weight is assumed. Most of the long freight trains handled in this embodiment are applicable to this case, and an ore transport freight train is a typical example.

  FIG. 6 shows a state where a train to which the present invention is applied passes through a gradient inflection point Pa that changes from an upward gradient to a downward gradient. Here, the current position of the main locomotive 100 of the leading vehicle is Px, the distance from the base point to the current position Px is X, and the train length is L. A base point shows the position of the first station of a train, for example. Also, A is the distance from the base point of the gradient inflection point position Pa referenced in the route data, Pb is the position where the main locomotive 100 has changed the torque command, and B is the distance from the base point of the position Pb. The torque command before the change is T1, and the torque command after the change is T2. That is, consider a case where the crew member decreases the torque command from T1 to T2 at the time tb when the peak of the upward slope (gradient inflection point) Pa has passed by “BA”. For simplicity, the train length L is simply a value obtained by adding the lengths between the couplers of each vehicle.

  The current position Px is detected by the last auxiliary locomotive 200. That is, the control unit 11b of the auxiliary locomotive 200 mainly refers to the route data read from the route data storage unit 14 and sets the position on the route ahead by the train length L from the current position detected by the current position detection unit 15. The current position Px of the locomotive is determined.

Here, a condition is considered in which the torque commands of the first and last locomotives 100 and 200 become equal when the entire train, that is, the last vehicle 200 passes the inflection point Pa. Here, it is assumed that the torque command of main locomotive 100 is maintained at T2 until auxiliary locomotive 200 passes through inflection point Pa. Since the distance from the base point to the auxiliary locomotive 200 at the time tb when the torque command changes is “B−L”, the distance from the inflection point Pa to the auxiliary locomotive 200 is A− (B−L). Become. When the main locomotive 100 is at the current position Px, the distance from the base point to the auxiliary locomotive 200 is X-L. Therefore, the distance from the inflection point Pa to the auxiliary locomotive 200 is A- ( X- L ) As a result, the torque command T of the auxiliary locomotive 200 is controlled as in the following equation (1).

T = T1 × [A− (XL)] / [A− (B−L)] + T2 (1)
The positional condition when the auxiliary locomotive 200 performs the torque control is a case where X> A and X <L + A.

  More simply, when the main locomotive 100 passes through the gradient inflection point Pa and is notched off at the position Pb (B−A <L), the torque command value T of the auxiliary locomotive 200 is notched off at the same time. Instead, by controlling so that the following equation (2) is satisfied, the freight car that is still in the middle of the upward gradient is pushed up and then the coasting is started.

T = T1 × [A− (XL)] / [A− (B−L)] (2)
Thereby, the temporary overload to the coupler at the gradient inflection point Pa is reduced.

  FIG. 7 is a flowchart showing a specific example of the torque control operation of the control unit 11b according to the present invention.

  Based on the current position from the current position detection unit 15, the route data recorded in the route data storage unit 14, and the train length L, the control unit 11 b has a distance X from the base point of the leading main locomotive 100. It is determined whether it is larger than the distance A from the base point of the inflection point Pa and smaller than L + A (step S101). That is, the control unit 11b determines whether the train is passing the inflection point position Pa as shown in FIG. When the train is passing the inflection point position Pa (YES in step S101), the control unit 11b sets the current torque command from the main locomotive 100 as T1 (step S102).

  In step S103, the control unit 11b determines whether there is a change in the torque command from the main locomotive 100. If there is no change (NO in step S103), the flow returns to step S101. When there is a change in the torque command from the main locomotive 100 (YES in step S103), the control unit 11b sets the changed torque command to T2 (step S102).

  In step S105, the control unit 11b determines the distance X from the base point of the main locomotive 100, the torque command T1 before change obtained in step S102, and the torque command T2 after change obtained in step S104 in the above equation (1). The torque command T is calculated by substitution, and the torque command T is output to the AC motor drive device of the auxiliary locomotive 200 (own vehicle) (step S106).

  In step S107, the control unit 11b determines whether there is a change in the torque command from the main locomotive 100. When there is no change in the torque command (NO in S107), the control unit 11b determines whether X> A and X <L + A, that is, whether the train is passing the inflection point position Pa (step S108). If the train is passing the inflection point Pa (YES in step S108), the flow returns to step S105, calculates the torque command value T of the auxiliary locomotive 200, and outputs it to the AC motor drive device (step S106). ). The torque command value T calculated in this case is normally changed because the distance X of the main locomotive 100 is changed compared to the previous calculated value.

  When there is a change in the torque command from the main locomotive 100 (YES in step S107), the control unit 11b sets the value of T2 obtained in step S104 to T1 (step S109), and sets the changed torque command to T2 (step S109). Step S104). In step S105, the control unit 11b calculates the torque command T by substituting the distance X, the torque command T1 before the change, and the torque command T2 after the change into the above-described equation (1) as described above. Is output to the AC motor drive device of the auxiliary locomotive 200 (own vehicle) (step S106).

  Thus, every time there is a change in the torque command from the main locomotive 100, the control unit 11b obtains the torque command values T1 and T2 before and after the change, and the distance X between the main locomotive 100 according to the above equation (1). The torque command is calculated by substituting, and the AC motor of the auxiliary locomotive 200 is controlled. When there is no change in the torque command, the control unit 11b uses the distance X of the main locomotive 100 as a variable, calculates the torque command using the above equation (1), and controls the AC motor of the auxiliary locomotive 200.

  Thereafter, when there is no change in the torque command from the main locomotive 100 (NO in step S107) and the last auxiliary locomotive 200 passes the inflection point Pa (NO in step S108), the auxiliary locomotive 200 Torque control ends.

  In a system for controlling a locomotive by remote control, a method of applying a certain time delay so as not to cause a sudden torque fluctuation when torque is changed by a notch command is known as so-called jerk control. However, as shown in this embodiment, a method for automatically controlling torque fluctuation by combining route information held in a storage device and current position information detected by a detection device such as a GPS or a total distance meter is novel. It is.

  Although the above embodiment shows the case of gradient change from “up” to “down”, the control method is the same in other cases. In short, when a change in the torque command is detected at a position within the distance A + L from the change point Pa of the route condition described in the route data, the last locomotive may change the torque command according to the above formula. This is the main point of the embodiment.

  The power running (torque) command control of the auxiliary locomotive 200 has been described above, but the present invention can be similarly applied to a brake command. For example, when the brake command is for the electric brake of the electric motor, the brake command is input to the control unit 11b as a negative torque command (notch command). By applying a negative torque command value as the torque T in the above equation (1), the control unit 11b can appropriately control the brake operation of the auxiliary locomotive. The same applies when the brake command is for a mechanical brake device using friction.

  The present invention can also be applied to a train in which a plurality of auxiliary locomotives are connected. For example, when an auxiliary locomotive is connected and controlled independently at the middle and the end of a train, as an example of the control of each auxiliary locomotive, the train length L of the above equation (1) It may be just the distance to the main locomotive.

  Next, a second embodiment of the present invention will be described.

  In this second embodiment, the main locomotive at the head of the train detects the current position, calculates the torque command for the last auxiliary locomotive, and transmits it by radio. The train organization is the same as in FIG. 3 shown in the first embodiment.

  FIG. 8 is a block diagram showing a configuration of a control device 10c applied to the electric locomotive according to the second embodiment.

  Compared with the control device 10a shown in FIG. 4, the control device 10c is added with the route data storage unit 14 and the current position detection unit 15 already described in FIG. That is, the control device 10 c includes a control unit 11 c, a remote operation device 12 c, a master controller 13, a route data storage unit 14, and a current position detection unit 15.

  The control unit 11c modifies the power running command and the brake command from the master controller 13 based on information such as the actual speed, actual torque, and idling detection detected by the own vehicle, and performs the power running and brake command to the own vehicle. To decide. In addition, the control unit 11c adds a correction based on the current position of the own vehicle and the train length to the power running command and the brake command from the master controller 13, and transmits the corrected power running and brake command to the last auxiliary locomotive by radio. To do.

The power running command and brake command correcting operation of the control unit 11c is basically the same as the operation shown in FIG. 7 except for the contents of steps S101, S106, and S108. In steps S101 and S108 according to the second embodiment, the position detected by the current position detector 15 is used as it is as the current position of the main locomotive. In step S106 according to the second embodiment, the control unit 11c wirelessly transmits the calculated torque T as a torque command to the auxiliary locomotive. Since other steps are the same as those in FIG. 7, detailed description thereof is omitted. In this embodiment, the auxiliary locomotive applies the torque command transmitted from the main locomotive as it is to the AC motor drive device of the own vehicle.
Next, a third embodiment of the present invention will be described.

  In the third embodiment, the configuration of the control device 10 c shown in FIG. 8 is applied to both the main locomotive 100 and the auxiliary locomotive 200. The control program of the control unit is changed according to the function of each locomotive, and circuit blocks are omitted as appropriate.

  For example, when the control device 10c is used in the first embodiment, the route data storage unit 14 and the current position detection unit 15 are not used or provided in the main locomotive control device. The master controller 13 is not used or provided in the auxiliary locomotive control device. Similarly, when the control device 10c is used for the main locomotive and the auxiliary locomotive in the second embodiment, the master controller 13, the route data storage unit 14, and the current position detection unit 15 are not used for the control device for the auxiliary locomotive. Or not provided.

  As described above, the control device 10c having the same configuration is used for the main locomotive and the auxiliary locomotive, and the circuit blocks are separated or omitted as appropriate, so that the manufacturing cost of each locomotive can be reduced and management is easy. Become.

  The above description is an embodiment of the present invention, and does not limit the apparatus and method of the present invention, and various modifications can be easily implemented.

It is a figure which shows a mode that a long-sized train passes the gradient inflection point C in case a gradient changes from a descent to an up. It is a figure which shows a mode that a long-sized train passes the gradient inflection point D in case a gradient changes from the up to the down. It is a figure which shows the example of organization of the long-sized train to which this invention is applied. 2 is a block diagram showing a configuration of a control device 10a of a main locomotive 100. FIG. 2 is a block diagram showing a configuration of a control device 10b of the auxiliary locomotive 200. FIG. It is a figure which shows a mode that the train to which this invention is applied passes the gradient inflection point Pa of the condition where a gradient changes from the up to the down. 3 is a flowchart showing a specific example of torque control operation of the control unit 11 according to the present invention. It is a block diagram which shows the structure of the control apparatus 10c applied to the electric locomotive concerning a present Example.

Explanation of symbols

  10a, 10b, 10c ... control device, 11a, 11b, 11c ... control unit, 12a, 12b, 12c ... remote control device, 13 ... master controller, 100 ... main locomotive, 200 ... auxiliary locomotive, 110 ... pantograph, 101 102 ... A freight car.

Claims (8)

The electric locomotive in a train having a main electric locomotive and an electric locomotive that is connected to the main electric locomotive via a plurality of vehicles and is controlled based on a command from the main electric locomotive. There,
Receiving means for receiving information of power running command and the like transmitted from the previous SL main electric locomotive,
Position detecting means for detecting the position of the vehicle,
Storage means for storing route data such as the position of the gradient inflection point of the route and train data such as the train length;
Before SL and position of the vehicle detected by the position detecting means, based on the slope inflection point location and the train length stored in the storage means, determining whether the train is passing through the slope inflection point When the result of this determination indicates that the vehicle is passing, if a power running command is received from the main electric locomotive via the receiving means, the power running command is transmitted to the vehicle position and the gradient. and modified based on the change in the distance between the inflection point position, an electric locomotive, characterized in that it has a control means for controlling the vehicle based on the power running command and this fix. When the control means indicates that the determination result is passing through a gradient inflection point, if the power running command is received from the main electric locomotive via the receiving means, the received power running is received. Command, position of own vehicle when receiving this power running command, power running command used for control when receiving said power running command, position of own vehicle after receiving said power running command, and gradient inflection The electric locomotive according to claim 1 , wherein the received power running command is corrected based on a point position . The control means obtains the position change amount of the host vehicle based on the position of the host vehicle when the power running command is received, the position of the host vehicle after receiving the power running command, and the gradient inflection point position. The received power running command is corrected based on the obtained position change amount, the power running command received from the main electric locomotive, and the power running command used for control when the power running command was received. The electric locomotive according to claim 2 . Detection means for detecting an operation abnormality is further provided, and the control means transmits the operation abnormality detected by the detection means and the corrected power running command to the main electric locomotive via the communication means. The electric locomotive according to claim 1. A main electric locomotive, the connected via a plurality of vehicles to the main electric locomotive, the main electric engine in a train with an electric locomotive control is performed based on a command from the main electric locomotive A car,
A master controller that outputs a power running command based on an operation signal input from the cab;
Position detecting means for detecting the position of the vehicle,
Storage means for storing route data such as the position of the gradient inflection point of the route and train data such as the train length;
Based on the position of the own vehicle detected by the position detection means, the gradient inflection point position and the train length stored in the storage means, it is determined whether or not the train is passing the gradient inflection point. When the result of this determination indicates that the vehicle is passing, if a powering command is received from the master controller, the powering command is used to change the distance between the position of the vehicle and the gradient inflection point position. and modified based on, and outputs a power running command and this correction, and control means for controlling the vehicle based on the corrected power running command,
Transmitting means for transmitting information including the power running command output from the control means to the electric locomotive;
An electric locomotive characterized by comprising: When the control result indicates that the determination result is passing through a gradient inflection point, if the power running command is received from the master controller, the received power running command and the power running command are received. Based on the position of the own vehicle at the time, the power running command used for control when the power running command was received, the position of the own vehicle after receiving the power running command, and the position of the gradient inflection point The electric locomotive according to claim 5 , wherein the power running command is corrected.

The main and auxiliary in a train having a main electric locomotive and an auxiliary electric locomotive that is connected to the main electric locomotive via a plurality of vehicles and is controlled based on a command from the main electric locomotive An electric locomotive applied as an electric locomotive,
Transmitting / receiving means for transmitting / receiving information including a power running command to / from another electric locomotive;
A master controller that outputs a power running command based on an operation signal input from the cab;
Position detecting means for detecting the position of the own vehicle;
Storage means for storing route data such as the position of the gradient inflection point of the route and train data such as the train length;
Based on the position of the own vehicle detected by the position detection means, the gradient inflection point position and the train length stored in the storage means, it is determined whether or not the train is passing the gradient inflection point. When the result of this determination indicates that the vehicle is passing and a powering command is received from the transmission / reception means or the master controller, the powering command is transmitted to the position of the vehicle and the gradient inflection point position. and modified based on the change in the distance, and control means for outputting a power running command that this fix,
When the host vehicle is used as the main electric locomotive, the corrected power running command output from the control unit is transmitted from the transmitting / receiving unit to the auxiliary electric locomotive, and the host vehicle is used as the auxiliary electric locomotive. When used, the electric locomotive is used as a power running command of the own vehicle. A main electric locomotive, the main electric engine coupled via a plurality of vehicles relative to vehicle, the main front SL electric locomotive in the train control based on a command from the electric locomotive has an electric locomotive to be performed The method of controlling the vehicle by
Receiving the information of the power running instruction or the like which is transmitted from the previous Symbol main electric locomotives,
To detect the position of the vehicle,
Based on the detected position of the vehicle, the position of the gradient inflection point, and the train length, it is determined whether or not the train is passing the gradient inflection point, and the result of the determination is that the vehicle is passing. when shows, if there is a reception power running command from the main electric locomotives, and correct on the basis of the power running command to change the distance between the slope inflection point position and the position of the vehicle, and the corrected motoring A control method for an electric locomotive, characterized in that the own vehicle is controlled based on a command.

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