JP5814814B2 - Vehicle control system and vehicle drive control method - Google Patents

Description

  The present invention relates to a vehicle control system that converts engine output into electric power and supplies AC electric power to a drive motor.

  Conventionally, there is a control technique disclosed in Patent Document 1 as a method for controlling a pneumatic vehicle. In Patent Literature 1, the rotational speeds of a plurality of engines are individually controlled so that the fuel consumption is minimized according to the load required by the train for a plurality of engines that distribute and hold power. Furthermore, a storage battery is provided, and when the engine output is insufficient, the insufficient energy is supplemented from the storage battery. According to Patent Document 1, since a plurality of engines are not controlled uniformly but individually controlled, when the train load is small, not all engines can be operated but limited to the required number. . Therefore, due to the characteristics of the engine, it is possible to operate the engine in a highly efficient rotation speed range, and fuel efficiency is improved. In addition, since idling can be stopped for some engines, fuel consumption can be further improved.

  Further, when it is necessary to increase the engine output suddenly, such as when repowering from coasting, the shortage of output can be supplied from the storage battery by stopping some engines and generators. . Therefore, high acceleration response performance with respect to the change of the notch command can be realized.

JP 2000-115907 A

  However, in Patent Document 1, a storage battery is required in order to improve fuel efficiency and maintain high acceleration response performance, and complicates the system and increases costs. Further, since the performance of a live battery deteriorates when charging and discharging are repeated, the battery has to be replaced for a certain period of time, which leads to an increase in cost from the viewpoint of maintenance. That is, in a vehicle control system capable of stopping a part of a plurality of engines, it has been a problem to improve acceleration response performance without receiving power supply from a storage battery.

In order to solve the above problems, one of desirable aspects of the present invention includes an engine, a generator driven by the engine, a converter that converts AC power output from the generator into DC power, and the DC power. An inverter that converts and generates AC power to drive the motor, an engine control device that individually controls start and stop of the plurality of engines, and an engine load prediction unit that predicts the loads of the plurality of engines in the future comprising, a plurality of at least the engine and the generator, the notch command output from the controller or ATO, controls the inverter, part of the engine is stopped der among the plurality of engine is, the engine load prediction The unit predicts a future increase in the load of the plurality of engines, and the plurality of units predicted by the engine load prediction unit. Before the value of the notch command causing load increase of the engine you are increased, to start the engine in the stopped state.

  According to the present invention, since the engine in a stopped state can be started before the driver's notch change, the drive system can improve acceleration response to the notch change without receiving power supply from the storage battery. Can be realized.

The structure of the vehicle control system in 1st Embodiment. The block diagram in 1st Embodiment. The flowchart of the integrated control apparatus in 1st Embodiment. An inverter output command calculation method according to the first embodiment. Speed limit data in the first embodiment. The notch prediction method with respect to the speed limit in the first embodiment. The effect of the vehicle control system in a 1st embodiment. The operation mode display apparatus and operation mode switching apparatus in 1st Embodiment. The gradient data of the route in 2nd Embodiment. The prediction method of the notch with respect to the gradient in 2nd Embodiment. The effect of the vehicle control system in 2nd Embodiment. The block diagram in 3rd Embodiment. The target travel speed pattern in 3rd Embodiment. The effect of the vehicle control system in 3rd Embodiment. The structure of the vehicle control system in 4th Embodiment. The block diagram in 4th Embodiment. The structure of the vehicle control system in 5th Embodiment. The structure of the vehicle control system in 6th Embodiment. The structure of the vehicle control system in 7th Embodiment. The block diagram in 7th Embodiment.

(First embodiment)
FIG. 1 shows a configuration of a vehicle control system 2 mounted on a plurality of electric pneumatic vehicles 1 according to a first embodiment of the present invention. The vehicle control system 2 includes a master controller 3 that detects a driver's notch operation, a speed detection device 4 that detects the speed of the vehicle, a route database 5 that stores speed limit data, and a drive system control device that will be described later. 15, an integrated control device 6 that outputs a command to the engine control device 7, an operation mode switching device 16 that switches the operation mode of the integrated control device 6, an operation mode display device 17 that displays the operation mode of the integrated control device 6, An electric motor 14 that drives the vehicle, an inverter 12 that generates AC power for driving the motor 14, a converter 10 that generates DC power to be input to the inverter from the AC power generated by the generator 9, and AC power is generated. A generator 9 that outputs AC power to the converter, a diesel engine 8 that drives the generator 9, and an inverter 12 Inverter control device 13 for controlling, converter control device 11 for controlling converter 10, engine control device 7 for controlling engine 8 (diesel engine), drive system control device 15 for issuing commands to each control device, and auxiliary equipment 19. In addition, as shown in FIG. 1, the drive system control apparatus 15, the engine control apparatus 7, the converter control apparatus 11, the inverter control apparatus 13, the engine 8, the generator 9, the converter 10, and the auxiliary machine 19 There are a plurality of drive systems including an inverter 12 and an electric motor 14, which are mounted on separate vehicles. In the present embodiment, an example in which the drive system is mounted on a plurality of vehicles is used, but the present invention is not limited to this and may be arranged on the same vehicle.

  The integrated control device 6 receives a notch command from the master controller 3, a vehicle speed from the speed detection device 4, and speed limit data shown in FIG. 5 from the route database 5. The speed detection device 4 obtains the speed of each wheel 18 from a wheel rotation angle sensor attached to each wheel, and obtains the speed using the average value of the speeds obtained from each wheel. However, the method of obtaining the speed is not limited to this, and any method that can speed the vehicle can be used. Although details will be described later, the integrated control device 6 outputs an engine start flag and an inverter output command based on the notch command, the vehicle speed, and the speed limit data.

  The drive system control device 15 outputs an engine speed command, a DC voltage command, and an inverter output command based on the inverter output command.

  The engine control device 7 starts the engine when the engine start flag is set, and stops when the engine start flag is not set. The engine control device 7 controls the engine speed based on the engine speed command. The engine control device 7 sets a speed restriction on the engine speed so that the engine speed does not increase rapidly in order to prevent exhaust deterioration. The generator 9 is driven by the power generated by the engine to output three-phase AC power. The converter control device 11 converts the three-phase AC power output from the generator 9 into DC power as much as necessary, and controls the voltage of the DC unit so as to become the DC unit voltage command. The inverter control device 13 supplies power to the motor 14 based on the inverter output command. Power is transmitted to the wheels 18 by the driven generator 9, and the vehicle is accelerated. The auxiliary machine 19 is supplied with necessary power from the direct current section. In the railway field, a high-power diesel engine 8 is generally used as the engine, but another internal combustion engine such as a gasoline engine may be used. As the generator 9, a three-phase AC generator 9 (induction generator or synchronous generator) is generally used. The converter 10 includes a rectifier and a PWM converter 10. As the motor 14, a three-phase AC motor 14 (induction motor or synchronous motor) is generally used.

  Although details will be described later, ON / OFF input of the operation mode switching device 16 is input to the integrated control device 6 so that the engine control mode of the integrated control device 6 can be switched. Although the details will be described later, the operation mode display device 17 can clearly indicate to the driver that the operation mode display device 17 is operating normally by turning on the lamp according to the engine control mode of the integrated control device 6. .

  Next, a block diagram in the first embodiment is shown in FIG. Here, the internal processes of the integrated control device 6 and the drive system control device 15 are mainly described. First, the integrated control device 6 will be described with reference to the block diagram of FIG. 2 and the flowchart of FIG. S51 is a calculation in the inverter output command calculation unit 21, S52 to S56 are calculations in the engine load prediction unit 22, and S57 to S59 are calculations in the inverter output command distribution unit 23.

  In S51, the integrated control device 6 calculates an inverter output command for the entire knitting according to the tensile characteristics (acceleration characteristics) based on the vehicle speed and the notch commands using the map of FIG. For example, when the command is switched from coasting to 5 notches at a certain speed, if the inverter output command obtained from FIG. 4 is directly output, the inverter output command changes greatly digitally. Therefore, by limiting the rising speed of the inverter output command with a predetermined value, a sudden change in the inverter output command is prevented. However, the startup speed of the inverter output command may be changed in conjunction with the notch, or may be obtained by another method. In this application, an inverter output command is used as a command to the inverter, but an inverter current command and an inverter torque command corresponding to the inverter output command may be obtained.

Subsequently, in S52, the integrated control device 6 calculates the own vehicle position x ₁ [m] after a predetermined time Δt seconds from the equation (1). However, x ₀ [m] is the current vehicle position, and ν [m / s] is the vehicle speed.

x ₁ = x ₀ + νΔt (1)
The current vehicle position is estimated by integrating the vehicle speed. The calculation method of the vehicle position need not be limited to the above, and may be determined by GPS or the like. Next, in S53, the speed limit data shown in FIG. 5 is matched with the vehicle position after Δt seconds to obtain the speed limit after Δt seconds. In the speed limit data, the speed limit corresponds to the position as shown in FIG. In S54, a notch after Δt seconds is predicted from the map shown in FIG. 6 based on the deviation between the speed limit after Δt seconds and the vehicle speed. In FIG. 6, even if the difference between the speed limit and the vehicle speed is small, if the vehicle speed is high, the driver is expected to make a high notch because an output exceeding the running resistance during high-speed running is required. Even if the vehicle speed is low, if the difference between the speed limit and the vehicle speed is large, that is, if the speed limit is significantly higher than the vehicle speed, it is predicted that the driver will make a high notch because a large acceleration is required. To do. From the same idea, when the vehicle speed is low and the difference between the speed limit and the vehicle speed is small, a low notch is input. When the vehicle speed is high and the difference between the speed limit and the vehicle speed is large, a high notch is input. I predict. However, the notch estimation method is not limited to the above, but may be estimated by other methods. Next, in S55, the same calculation as the inverter output command calculation unit 21 is performed from the predicted notch, and the output of the electric motor 14 after Δt seconds, that is, the inverter output command (engine load) is predicted. Moreover, since not only the inverter output but also the auxiliary machine output is an engine load, it may be taken into consideration. With the above processing of the engine load prediction unit, the integrated control device 6 can predict a future engine load after Δt seconds.

  Subsequently, the process proceeds to the inverter output command distribution unit. In S56, the number of engines that are not excessive and insufficient with respect to the inverter output command for the entire train determined in S51 and the engines to be activated are determined, and the engine activation flag of each engine control device 7 to be activated is set. The engine control device 7 to which the engine start flag is input starts the engine 8.

  For example, if there are too many engines activated for the inverter output command (load) for the entire train, all but the necessary engines are stopped. By doing so, the load of the engine which is starting becomes large, and the driving | operation in the rotation speed area | region with high efficiency is attained. Furthermore, the engine that does not need to be output can be idling stopped, so that fuel efficiency is improved. Next, in S57, it is determined whether the future engine load obtained in S55 can be borne by the number of engines obtained in S56. In the case of Yes, the process proceeds from S57 to S59. In the case of No, in S58, based on the result of S57, the number of engines to be started (the engine start flag) is corrected as necessary, and the engine start flag is output to the engine control device 7 of the engine to be additionally started. Then, the process proceeds to S59.

  In particular, a large-capacity engine cannot output for a few seconds after starting, so even if the engine start flag is set, the engine can output (until the generator connected to the engine performs power generation) There is a delay of a few seconds. Therefore, by predicting the future engine load as described above, determining the number of engines to be started based on the prediction, and starting the engines in advance, for example, when the future engine load increases rapidly due to sudden acceleration or the like However, it is possible to increase the number of engines that have been activated in advance by raising the engine flag before the load increases. Therefore, the number of activated engines increases until the engine load increases, and an engine output shortage can be prevented in advance. In S59, the inverter output command is distributed to the drive system controller 15 of the drive system that is ready to output the engine. The integrated control device 6 outputs the inverter output command and the engine start flag obtained above to the drive system control device 15 and the engine control device 7, respectively.

  In this way, the engine start is controlled by predicting the future engine load, and the engine output (output power of the generator) is controlled by the input notch command. Therefore, the engine starts even if the notch command does not increase. The number of engines can be increased in advance, and power generation is not performed before the value of the notch command increases, and power generation can be started after the value of the notch command increases. Even if other power sources are not used, it is possible to improve acceleration response to notch change at the time of sudden change of notch.

  Subsequently, returning to FIG. 2, processing of the drive system control device 15 will be described. The engine output command calculation unit 24 obtains an engine output command based on the inverter output command. The engine speed command calculation unit 25 obtains an engine speed command corresponding to the engine output command. It is desirable that the engine speed command is appropriately calculated in consideration of engine fuel consumption, exhaust gas, and the like. The engine speed command calculated as described above is input to the engine control device 7.

  Further, the DC unit voltage command is input to the converter control device 11. In general, the voltage of the DC part is controlled to be kept constant. For example, the DC unit voltage command is set to 1500 V, and the converter control device 11 controls the converter 10 so as to keep the voltage of the DC unit at 1500 V. Although not shown, the DC unit is equipped with a brake resistor and a brake chopper that controls the amount of current to the brake resistor. When the DC unit becomes overvoltage, the converter controller controls the brake chopper. And consumes extra power.

The effect of Example 1 demonstrated above is demonstrated using FIG. The upper graph in FIG. 7 indicates that the vertical axis represents the vehicle speed, the horizontal axis represents time, and the vehicle speed limit is switched from 50 [km / h] to 80 [km / h]. In the lower graph of FIG. 7, the vertical axis indicates the power generated by a plurality of generators, and the horizontal axis indicates time. In the three graphs in the center of FIG. 7, the vertical axis indicates the engine speed and the horizontal axis indicates time, and shows the time change of the engine speeds (1) to (3). As shown in FIG. 7, before the time t ₁ second, the vehicle speed is substantially the same as the speed limit, and the vehicle travels in a coasting state of 0 notch. Therefore, the integrated control device 6 determines that the load on the engine is sufficiently small only by the auxiliary machine 19 and starts only the engine (1). At time t ₁ , the integrated control device 6 determines that the engine load in the future increases from the change of the speed limit, and the engine (1) alone cannot bear the engine load, and starts the engines (2) and (3). To do. Engines (2) and (3) start from time t ₁ and are ready to output power from the generator by time t ₂ . Change As a result, as shown in FIG. 7, at time t _2, the speed limit switches to 80 [km / h] from 50 [km / h], motorman is a notch 5 [N] from 0 [N] Even if the engine load suddenly increases due to this, the generators connected to the engines (1), (2), and (3) are all in a state where they can output electric power, so the engine is overloaded. The vehicle can be accelerated stably. Regardless of the notch operation as described above, a mode in which the engine is started before the engine load is increased is called an engine preparation mode.

  According to the vehicle control system 2 of the first embodiment described above, when the load is small, the load is borne by the minimum necessary engine, and at a point before the engine load increase predicted by the engine load prediction unit 22. Start the engine in advance. As a result, when the engine load is small, not all engines can be operated but can be operated with a limited number. Therefore, due to the characteristics of the engine, it is possible to drive in a highly efficient region and to stop idling, so that fuel efficiency is improved. Furthermore, because the speed limit can be changed, the engine in the stopped state can be started as many times as necessary before the driver's notch operation (load increase), so a drive system with high acceleration performance without providing a storage battery. Can be realized.

  Next, an example of the operation mode display device 17 and the operation mode switching device 16 is shown in FIG. In the general vehicle control system 2, the engine continues to start while the system is started (during running or stopped), but the present invention starts and stops the engine based on the current load and the future load. I will let you. Therefore, in order to convey a sense of security to the driver that the system is starting / stopping the engine normally, as shown in FIG. 8, the operation mode display indicates that the vehicle control system 2 is in the engine preparation mode. It is clearly shown to the driver by the device 17. However, the operation mode display device 17 is not limited to the above, and the driver may be notified, for example, by voice. Further, in a scene where the integrated control device 6 cannot predict an increase in engine load, the driver can freely switch to the engine preparation mode to start the engine and improve the acceleration performance. A mode switching device 16 is provided.

  In the present embodiment, an example in which a plurality of drive systems including an engine 8, a generator 9, a converter 10, and an inverter 12 are mounted on a train is shown. However, at least a plurality of engines and generators are mounted on the train. The present invention can be applied as long as the startup of each engine is controlled individually.

(Second Embodiment)
Next, the second embodiment will be described with a focus on the differences from the first embodiment. The second embodiment has a gradient as route data, and predicts the engine load from the change in the gradient. Except for the route database 5 and the engine load prediction unit, the description is omitted because it is the same as the first embodiment, and only the route database 5 and the engine load prediction unit 22 are described.

  The route database 5 stores gradient data shown in FIG. Here, the upward gradient is positive. However, the format of the gradient data need not be limited to this.

  Next, the engine load prediction unit 22 will be described with reference to FIG. S51 and S52 are the same processes as in the first embodiment. In S53, the gradient after Δt seconds is estimated from the gradient data of FIG. 9 and the vehicle position after Δt seconds. Subsequently, in S54, a notch after Δt seconds is predicted from the map shown in FIG. When the vehicle speed is high and the gradient is small, the driver is expected to make a high notch because an output is required to counter the running resistance during high speed running. When the vehicle speed is low and the gradient is large, it is predicted that the driver will make a high notch because an output exceeding the running resistance due to the gradient is required. From the same idea, it is predicted that the notch is low when the vehicle speed is low and the gradient is small, and the notch is high when the vehicle speed is high and the gradient is large. However, the notch estimation method is not limited to the above, but may be estimated by other methods. Since S55 to S59 are the same as those in the first embodiment, description thereof is omitted. With the above processing, the engine load predicting unit 22 can predict an increase in output of the engine load after Δt seconds according to the gradient of the route.

The effect of the second embodiment will be described with reference to FIG. The vehicle is traveling in a section where the slope changes from 0 [‰] to 40 [‰]. As shown in FIG. 11, before the time t ₁ second, the slope is 0 [‰] and the vehicle is coasting (0 notch). Therefore, the integrated control device 6 determines that the engine load is small only by the auxiliary machine 19, and only the engine (1) is activated. At time t _1, the integrated control device 6 predicts that an increase in engine load switching notch from the gradient data, only the engine (1) determines that it can not bear the load of the engine, the engine (2), (3 ). The engines (2) and (3) are in a state where they can start from time t ₁ and can be output by time t ₂ . As a result, at time t ₂ , even if the gradient changes to 40 [‰] and the driver puts the notch into 5 [N] and the engine load increases rapidly, the engine (1), (2), (3) Since the engine is in a state where it can output all, the engine will not be overloaded, and the vehicle can be accelerated stably.

  By the vehicle control system 2 in the second embodiment described above, when the load is small, the load is borne by the minimum necessary engine, and the engine load predicting unit 22 is more than the engine load increase predicted based on the gradient. At the previous time, start the engine in advance. As a result, when the engine load is small, not all engines can be operated but can be operated with a limited number. Therefore, due to the characteristics of the engine, it is possible to drive in a highly efficient region and to stop idling, so that fuel efficiency is improved. Furthermore, before entering a steep slope, the engine can be started as many times as necessary before the driver's notch operation (load increase), so high acceleration performance can be driven without installing a storage battery. A system can be realized.

(Third embodiment)
Next, the third embodiment will be described with a focus on differences from the first embodiment. The third embodiment is intended for trains to which ATO (Automatic Train Operation) is applied. The configuration of the vehicle control system 2 in the third embodiment is the same as that in the first embodiment except that the data stored in the route database 20 is not the speed limit but the target travel speed pattern shown in FIG. The description is omitted.

  A block diagram of the third embodiment is shown in FIG. The master controller 3 inputs to the integrated control device 6 that it is in the ATO mode. The notch determination unit 27 plays a role of determining the notch operation of the ATO. As in the first embodiment, the notch determination unit 27 integrates the current vehicle speed to estimate the current vehicle position, and obtains the target travel speed from the target travel speed pattern and the current vehicle position. Next, the notch determination unit 27 determines a notch command from the target speed and the vehicle speed. The notch determination method need not be limited to the above. For example, the notch determination method may be determined using route information such as a route speed limit and a gradient, or may be in accordance with another ATO method. In the engine load prediction unit 22 in the third embodiment, a notch after a predetermined time is predicted by the same process as the notch determination unit 27, and the engine load is predicted from the notch using FIG. Auxiliary equipment is also an engine load and may be taken into consideration. The block diagram in the third embodiment is the same as the block diagram in the first embodiment except for the notch determination unit 27 and the engine load prediction unit 22, and thus the description thereof is omitted.

The effect in the third embodiment is shown in FIG. Target travel speed, running on a section in which suddenly increased in the time t _2. As shown in FIG. 14, before the time t ₁ second, the target traveling speed and the actual speed almost coincide with each other, so the ATO travels in coasting (0 notch). Therefore, the integrated control device 6 determines that the load on the engine is sufficiently small only by the auxiliary machine 19 and starts only the engine (1). At time t ₁ , the integrated control device 6 predicts that the target travel speed increases and the engine load increases at time t ₂ , determines that the engine (1) alone cannot bear the engine load, and the engine ( 2) Start (3). The engines (2) and (3) are in a state where they can start from time t ₁ and can be output by time t ₂ . As a result, at time t ₂ , even if the target travel speed increases and the ATO puts a notch into 5 [N] and the engine load increases rapidly, all the engines (1), (2), (3) are output. Since the engine is ready, the engine is not overloaded and the vehicle can be accelerated stably.

  As described above, even when the load is small, the vehicle control system 2 according to the third embodiment bears the load with the minimum necessary engine and is predicted by the engine load predicting unit 22. Start the engine in advance, at a time before the engine load is increased.

  As a result, even in a train on which ATO is mounted, when the engine load is small, not all the engines can be operated but the number of necessary cars can be limited. Therefore, due to the characteristics of the engine, it is possible to drive in a highly efficient region and to stop idling, so that fuel efficiency is improved. Furthermore, since a required number of engines in the stopped state can be started before the driver's notch operation (load increase), a drive system with high acceleration performance can be realized without providing a storage battery.

(Fourth embodiment)
FIG. 15 is a configuration diagram of the vehicle control system 2 according to the fourth embodiment of the present invention. Hereinafter, only parts different from the first embodiment will be described. In the fourth embodiment, the target travel speed pattern shown in FIG. 13 is stored in the route database 20 instead of the speed limit. A driver guidance device 30 for guiding the driver's notch operation is newly provided, and a vehicle speed and a target travel speed pattern are input. The driver guidance device 30 outputs notch guidance to the master controller 3 based on the target travel speed pattern and the vehicle speed. Since other than the above is the same as in the first embodiment, the description thereof is omitted.

  A block diagram of the fourth embodiment will be described with reference to FIG. First, the driver guidance device 30 integrates the current vehicle speed to estimate the current position, and obtains the target travel speed from the target travel speed pattern data and the current vehicle position. Next, the driver guidance device 30 outputs a notch that is approximately proportional to the deviation between the target travel speed and the vehicle speed, that is, a high notch when the deviation is large and a low notch when the deviation is small as notch guidance. Note that the determination method of the notch guidance is not necessarily limited to the above, and may be determined using, for example, route information such as a route speed limit and a gradient. As described above, the driver guidance device 30 outputs notch guidance to the master controller 3 based on the target travel speed pattern and the vehicle speed. The master controller 3 clearly indicates the notch guidance to the driver. The driver operates the notch with reference to the notch guidance specified. In the engine load prediction unit 22 in the fourth embodiment, a notch after a predetermined time is predicted by the same processing as the driver guidance device 30, and the engine load is predicted from the notch using FIG. Auxiliary equipment is also an engine load and may be taken into consideration. Since the engine load prediction unit 22 and subsequent parts are the same as those in the first embodiment, description thereof is omitted.

  Since the effect of the fourth embodiment is the same as the effect of the third embodiment except that the driver determines the notch based on the notch guidance, the detailed description is omitted. As described above, even in a train in which the driver guidance device 30 is mounted by the vehicle control system 2 of the fourth embodiment, when the load is small, the load is borne by the minimum necessary engine, and the engine load prediction unit 22 The engine is started in advance at a time before the predicted engine load is increased.

As a result, even in the train on which the driver guidance device 30 is mounted, when the engine load is small, it is possible to operate not limited to all the engines but limited to the necessary number. Therefore, due to the characteristics of the engine, it is possible to drive in a highly efficient region and to stop idling, so that fuel efficiency is improved. Furthermore, since a required number of engines in the stopped state can be started before the driver's notch operation (load increase), a drive system with high acceleration performance can be realized without providing a storage battery.
(Fifth embodiment)
Next, the fifth embodiment will be described with a focus on the differences from the first embodiment. In the fifth embodiment, there is no ATO or driver guidance device 30, and the engine load is predicted based on a target travel speed pattern in which the vehicle normally travels. FIG. 17 shows the configuration of the vehicle control system 2 in the fifth embodiment. In the route data 20, not the speed limit but the target travel speed pattern shown in FIG. 13 is stored and input to the integrated control device 6.

  The fifth embodiment is the same as the first embodiment except that the speed limit is replaced with a target travel speed pattern. That is, in the first embodiment, the engine load is predicted from the speed limit and the vehicle speed, but in the fifth embodiment, a notch that is approximately proportional to the deviation between the target travel speed and the vehicle speed, that is, the deviation is large. A high notch is sometimes predicted and a low notch is predicted when the deviation is small, and the engine load is predicted from the predicted notch using FIG. Since the effect of the fifth embodiment is the same as that of the third embodiment except that the driver determines the notch, the detailed description is omitted. As described above, according to the vehicle control system 2 of the fifth embodiment, when the load is small, the load is borne by the minimum required engine, and the time point before the increase in the engine load predicted by the engine load prediction unit 22 Then start the engine in advance.

  As a result, when the engine load is small, not all engines can be operated but can be operated with a limited number. Therefore, due to the characteristics of the engine, it is possible to drive in a highly efficient region and to stop idling, so that fuel efficiency is improved. Furthermore, at the changing point of the running speed pattern, the engine in the stopped state can be started as many times as necessary before the driver's notch operation (load increase), so high acceleration performance can be achieved without providing a storage battery. A drive system can be realized.

(Sixth embodiment)
Next, the sixth embodiment will be described with a focus on the differences from the fifth embodiment. The sixth embodiment is a vehicle control system 2 that predicts an engine load based on an open / closed state of a door and a target travel speed pattern. FIG. 18 shows the configuration of the vehicle control system 2 in the sixth embodiment. The difference from the fifth embodiment is that the open / close state of the door is input from the master controller 3 to the integrated control device 6.

  In the fifth embodiment, the engine load is predicted based on the target travel speed associated with the train position. Therefore, when the station stops, the target travel speed is 0, and it is impossible to predict at which timing, that is, at which timing the engine load will increase, based only on the information. Therefore, when the station stops, use the driver's door opening / closing information, and predict that it will accelerate after a few seconds when the door is closed from the open state, and predict the engine load according to the target travel speed gradient. And That is, in the sixth embodiment, the engine load is predicted from the open / closed state of the door and the target travel speed when the station stops. After that, since it is the same as that of 5th Embodiment, description is abbreviate | omitted.

  With the vehicle control system 2 of the sixth embodiment, even when the station is stopped, when the load is small, the load is borne by the minimum necessary engine, and the engine load predicted by the engine load prediction unit 22 is increased. Start the engine in advance, at a timing before this.

  As a result, when the engine load is small, not all engines can be operated but can be operated with a limited number. Therefore, due to the characteristics of the engine, it is possible to drive in a highly efficient region and to stop idling, so that fuel efficiency is improved. Furthermore, even when the station is stopped, the engine can be started as many times as necessary before the driver's notch operation (load increase), so a drive system with high acceleration performance can be realized without installing a storage battery. can do.

(Seventh embodiment)
Next, the seventh embodiment will be described with a focus on the differences from the first embodiment. The seventh embodiment further has operation diagram data in the first embodiment, and predicts the engine load based on the speed limit and the operation diagram information.

  FIG. 19 shows a vehicle control system 2 in the seventh embodiment. In the route data 20, not only the speed limit but also operation schedule information is stored and input to the integrated control device 6. Further, the time is input from the clock 31 to the integrated control device 6. Note that the operation schedule information may not be stored on the train as in the present embodiment. For example, the information may be acquired sequentially from the ground operation management system, and in this case, information such as diamond disturbance information is also available online. Other than that, the description is omitted because it is the same as the first embodiment.

  A block diagram of the seventh embodiment is shown in FIG. The operation schedule and time are input to the engine load prediction unit 22. In the engine load prediction unit 22, first, the speed limit is calculated in S52 and 53 of FIG. 3 as in the first embodiment. Next, based on the time and the schedule, it is determined whether the train is delayed or early with respect to the current schedule. Based on the judgment result, when the train is greatly delayed with respect to the operation schedule, a high notch is likely to be input to recover the schedule, so that the map of FIG. 6 is output so that a higher notch is output. Correct. Conversely, if the train is significantly faster than the schedule, the map in FIG. 6 is corrected so that a notch lower than normal is output. The engine load is predicted in S54 and S55 using the corrected map. However, if the schedule of other trains is also disturbed, even if the own train is significantly slower than the train schedule, it is not always possible to make a notch higher than usual. The operation schedule is received from a ground system (not shown), and FIG. 6 is corrected based on the information to predict the notch. Since other than the above is the same as the first embodiment, the description is omitted.

  Although the map of FIG. 6 is corrected as described above, the predicted value of the engine load is corrected based on the operation schedule information, and the engine load can be predicted with high accuracy.

  As a result, when the engine load is small, not all engines can be operated but can be operated with a limited number. Therefore, due to the characteristics of the engine, it is possible to drive in a highly efficient region and to stop idling, so that fuel efficiency is improved. In addition, the engine can be started as many times as necessary before the driver's notch operation (load increase) regardless of the situation of the diamond, so high acceleration performance can be driven without installing a storage battery. A system can be realized.

  In the present embodiment, the speed limit is used as the route data, but it may be gradient information or a traveling speed pattern. Moreover, you may combine with ATO and a driver guidance apparatus.

  As described above, according to the present invention, when the engine load is small, not all engines can be operated but limited to the required number, and a system with high fuel efficiency can be constructed. Furthermore, a driving system with high acceleration performance can be realized without providing a storage battery by starting a necessary engine prior to the engine load increase based on the prediction of the engine load increase. That is, fuel efficiency and acceleration performance can be achieved at a high level without providing a storage battery.

  From this point of view, the first to seventh embodiments can be combined or various modifications can be made in accordance with the particularity of the route, the specifications of the vehicle, and the like.

1 Electric Pneumatic Vehicle 2 Vehicle Control System 3 Master Controller 4 Speed Detection Device 5 Route Database 6 Integrated Control Device 7 Engine Control Device 8 Engine 9 Generator 10 Converter 11 Converter Control Device 12 Inverter 13 Inverter Control Device 14 Electric Motor 15 Drive System Control Device 16 Operation mode switching device 17 Operation mode display device 18 Wheel 19 Auxiliary machine 21 Inverter output command calculation unit 22 Engine load prediction unit 23 Inverter output command distribution unit 24 Engine output command calculation unit 25 Engine speed command calculation unit 27 Notch determination unit 30 Operation Guidance device 31 watch

Claims (15)

An engine, a generator driven by the engine, a converter that converts AC power output from the generator into DC power, an inverter that converts the DC power to generate AC power and drives an electric motor, A plurality of at least the engine and the generator,
A vehicle control system that controls the inverter by a notch command output from a controller or ATO that detects an operation of a driver,
An engine control device for individually controlling start and stop of the plurality of engines;
An engine load prediction unit for predicting loads of the plurality of engines in the future,
The part of the engine of the plurality of engine Ri stopped der, where the engine load prediction unit, if the predicted increase in load in the future of the plurality of engine, which is predicted by the engine load prediction section vehicle control system, characterized in that the value of the notch command causing load increase of a plurality of engine before increasing to start the engine in the stopped state. The vehicle control system according to claim 1,
The generator driven by the engine that was started before the value of the notch command increases does not generate power before the value of the notch command increases, and starts power generation after the value of the notch command increases. A vehicle control system. The vehicle control system according to claim 1 or 2 ,
Comprising position detecting means for detecting the traveling position of the vehicle;
The engine load prediction unit predicts future loads of the plurality of engines of the vehicle based on at least one of speed limit information, route gradient information, and target travel speed pattern associated with position information. A vehicle control system. The vehicle control system according to claim 1 or 2 ,
Comprising position detecting means for detecting the traveling position of the vehicle;
The engine load prediction unit predicts a load increase of the plurality of engines when it is determined that a speed limit corresponding to the travel position of the vehicle after a predetermined time is larger than a speed of the vehicle after a predetermined time. A vehicle control system. The vehicle control system according to claim 1 or 2,
Comprising position detecting means for detecting the traveling position of the vehicle;
The engine load prediction unit predicts load increases of the plurality of engines when an ascending slope of a route after a predetermined time becomes larger than a current position . The vehicle control system according to claim 1 or 2,
Comprising position detecting means for detecting the traveling position of the vehicle;
The engine load predicting unit predicts a load increase of the plurality of engines when a target travel speed pattern corresponding to a travel position of the vehicle after a predetermined time is larger than a speed of the vehicle after a predetermined time. A vehicle control system. The vehicle control system according to claim 1 or 2 ,
Comprising position detecting means for detecting the traveling position of the vehicle;
A notch determination unit that controls a traveling speed by following a target traveling speed corresponding to the traveling position of the vehicle;
The engine load prediction unit predicts notches determined by the notch determination unit after a predetermined time, and predicts load increases of the plurality of engines based on predicted values of the notches . The vehicle control system according to claim 1 or 2 ,
A driver guidance device for guiding the notch so that the traveling speed follows the target traveling speed corresponding to the traveling position of the vehicle with respect to the driver of the vehicle;
The engine load prediction unit predicts notch guidance after a predetermined time determined by the driver guidance device, and predicts a load increase of the plurality of engines based on a predicted value of the notch guidance. Control system. The vehicle control system according to claim 1 or 2 ,
Means for detecting the open / closed state of the door of the vehicle,
Comprising position detecting means for detecting the traveling position of the vehicle;
The engine load prediction unit is configured to load the plurality of engines based on a target travel speed pattern corresponding to a travel position of the vehicle after a predetermined time when the door of the vehicle in a stopped state changes from an open state to a closed state. A vehicle control system characterized by predicting an increase. A vehicle control system according to any one of claims 1 to 9 ,
A vehicle control system that corrects an increase in load of the plurality of engines based on operation schedule information of the vehicle. It claims 1 A vehicle control system according to any one of claims 10,
When starting the stopped engine before the value of the notch command increases,
A vehicle control system comprising an operation mode display device that notifies the driver that the engine is to be started . A vehicle control system according to any one of claims 1 to 10 ,
An operation mode in which the engine in a stopped state is started before the value of the notch command increases ;
A vehicle control system comprising a switching device that switches between an operation mode in which an engine is started or stopped based on the notch command . An engine, a generator driven by the engine, a converter that converts AC power output from the generator into DC power, an inverter that converts the DC power to generate AC power and drives an electric motor, Comprising at least a plurality of the engine and the generator,
  A drive control method for controlling the inverter by a notch command output from a controller or ATO that detects an operation of a driver,
  Predicting future loads of the plurality of engines;
  Determining a number of engines to be started according to the predicted future load of the plurality of engines when a future increase in the load of the plurality of engines is predicted; and
  When some of the plurality of engines are in a stopped state, the stopped engine is started in advance according to the determined number of started engines before the value of the notch command increases. A drive control method characterized by the above. The drive control method according to claim 13,
The generator driven by the engine that was started in advance before the value of the notch command increases does not generate power before the value of the notch command increases, and generates power after the value of the notch command increases. A drive control method characterized by starting . The drive control method according to claim 13 or 14,
Detecting the travel position of the vehicle,
In the step of predicting loads of the plurality of engines in the future, the plurality of engines in the future based on at least one of speed limit information, route gradient information, and target travel speed pattern associated with the position information. A drive control method characterized in that an increase in load is predicted .