JPH0341001B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Description of the Technical Field] The present invention relates to a speed control device for an electric vehicle that controls power supply and running of the electric vehicle from an above-ground substation.

[Description of prior art]

First, a ground control device for an electric vehicle, which is the premise of the present invention, will be explained. FIG. 1 shows a conventional vehicle control device. A constant voltage direct current or alternating current is supplied from an above-ground substation 20 to an overhead wire 21 . The electric vehicle 22 transfers this power to a current collector 23 or ground wheels 24.
Incorporate through. The electric vehicle 22 includes a main motor 25 and a control device 26 that controls the speed of the vehicle by controlling the voltage and current supplied to the main motor 25. Instructions from the driver of the electric vehicle 22 are given to this control device 26 to control the speed of the electric vehicle. In addition, there are various electrical devices such as auxiliary machines, but they are omitted in FIG.

(1)(a) This figure 1 has the advantage that multiple electric vehicles can be installed in one substation section, and that the substation is simple because it only needs to constantly supply power at a constant voltage. be. However, it is necessary to install a control device on the vehicle to control the main motor. Since this control device requires sophisticated equipment to control the electric power, it is large in volume and weight. To give an example, this control device and its related devices are used in ordinary electric cars (electric cars) and monorails,
It accounts for 10 to 20% of its empty weight. This means that a large amount of dead weight is constantly being transported, resulting in a large loss in terms of power consumption during running.

(b) On the other hand, in cases such as monorails, the load on one tire is extremely severely restricted. This limit is met when the train is full, so we have taken measures to reduce the number of passengers when the train is full, such as increasing the number of seats in order to block the floor space of the train, and installing an equipment room in the cabin. Adhering to strict load limits.

In addition, in terms of equipment loading capacity, in the case of monorails, especially in the system where the tracks are held under the floor (straddle type), the effective loading volume is taken up by the tracks. In order to obtain an effective underfloor volume for loading this control device, there are cases where the interior of the vehicle has to be made larger. This is 18m like modern urban transportation.
When this vehicle is used on a narrow road such as a road, it does not meet the required width of the vehicle body, double track width, room for firefighting, etc., and becomes a major obstacle.

(2) From the perspective of construction costs, modern transportation facilities are often built on roads, and in that case they are elevated. In this case, it is better for the vehicles traveling above to be lighter in order to reduce the construction cost of the elevated structure, which accounts for nearly 60% of this elevated system.
In addition, in cases such as the above-mentioned straddle type monorail, if the width of the vehicle is narrowed and the length of the vehicle is made longer, the spacing between the live load points on the girder can be increased. As a result, the moment applied to the girder can be reduced. Therefore, the girder span can be made longer and the number of girder supports can be reduced overall. Since girder supports are piled at their foundations depending on the strength of the ground, reducing the number of girder supports will greatly contribute to reducing track construction costs, especially when constructing a line on weak ground.

(3) Next, when considering the operational costs of maintaining and operating such traffic periods, equipment on the vehicle is constantly exposed to adverse environments such as vehicle vibrations and wind and rain, so it is difficult to maintain and operate the equipment on the ground. In comparison, its maintenance costs a lot. At the same time, the effectiveness of using the vehicle is reduced because the vehicle is out of service during the necessary maintenance period. moreover,
The maintenance period for spare cars is considered based on the failure rate of the vehicle, so spare cars are needed.

Ground control of electric vehicles is based on these conventional methods as described above (1).
It will be effective in improving the problems in (3) and constructing transportation systems with low construction and maintenance costs that will be required in the future. FIG. 2 shows a circuit corresponding to the basic power supply circuit shown in FIG. 1 regarding vehicle ground control.
Insulating parts 29 and 30 are provided to divide overhead wires 27, 27 and information transmission line 28, which are fixedly arranged on the ground, into certain sections. A substation 31 is provided corresponding to each section of the overhead wires 27, 27 and the information transmission line 28, respectively. In this case, the insulating part can be omitted when one of the overhead wires is used at ground potential.

A current collector or ground wheel 3 is installed on the electric vehicle 32.
3, 34 and the main motor and equipment 35 necessary for its protection and circuit switching are mounted, and the speed control part of the main motor is moved to the substation 31 on the ground. In addition to these main circuits, an auxiliary circuit is required, and this is omitted in FIG. 2, although the current is collected by separately arranging an overhead wire or the like.

Commands from the driver riding the vehicle 32 are transmitted from the main controller to the substation 31 through the information transmission circuit 36, on-board antenna 37, and information transmission path 28. In accordance with this command, the substation 31 supplies and controls the voltage and current to be supplied to the vehicle 32 to the overhead wire. According to this type of control, even though the speed control section on the vehicle is removed, it is possible to perform the same function as when the speed controller is placed on the vehicle. Also,
It is possible to reduce the weight of the vehicle and obtain many benefits associated with weight reduction. Furthermore, since the speed control section is placed on the ground, there is no need to consider vehicle vibrations or dimensional and weight limitations for mounting on a vehicle, making the device extremely reliable.

The above is an overview of the vehicle ground control device.

Furthermore, with reference to FIG. 3, a conventional electric vehicle control device will be explained. Loop 3 installed on the ground
Consider a case where electric vehicles 42 and 43 are running on 8, 39, 40, and 41. A vehicle presence signal is constantly transmitted by the on-board antenna 44 of the vehicle 42 traveling on the loop 38, and the receiver 45 on the ground receives this signal, so that the vehicle
The presence above is detected. The control circuit 46 on the ground recognizes this presence in the control circuit 4 of the next loop 39.
7 transmits a control speed command zero to the loop 39 through a transmitting circuit 48.

Since there is no vehicle in the loop 39, the ground receiving circuit 49 notifies the control circuit 50 that there is no vehicle. This is transmitted to the control circuit 51, and the control circuit 51 transmits a control speed command v ₁ to the loop 40 through the transmission circuit 52. Since there is no vehicle in the loop 40, the speed limit command _v2 is similarly transmitted to the loop 41. The following vehicle 43 located above the loop 41 receives this speed limit command through the on-board receiving antenna 53.
Receive through. This speed limit relationship is indicated by the solid line a shown in FIG.

The electric vehicle 42 is constructed as shown in FIG.
When the speed limit command signal is received from the on-board receiving antenna 54, it is transmitted to the automatic train speed control circuit 56 via the on-board receiving circuit 55 and displayed on the man-machine interface 57 with the driver. The speed limit command signal is compared with the speed of the own vehicle from the vehicle connection detector 58, and if the speed is below the speed limit, the main motor control circuit 59 is commanded to cause the vehicle to travel at the speed limit or below.
On the other hand, if the speed limit is exceeded, the main motor control circuit 59 issues a command to reduce the speed below the speed limit. Despite such control, if the vehicle speed does not drop below the speed limit for some reason, a command is issued to the emergency brake device 60 to forcibly stop the vehicle. The vehicle presence signal is transmitted from the automatic train speed control circuit 56 via the transmission circuit 61 and from the on-board antenna 44.

In FIG. 4, if the following vehicle 43 continues to travel while the preceding vehicle 42 is stopped on the loop 38, it will automatically stop at the loop 39 as shown by the dotted line b under the above-mentioned control. , leading vehicle 4
Collision with 2 is prevented.

FIG. 6 shows an example where there is a speed limit section along the way. Usually, there are places on routes where speeds are restricted due to gradients or curves. In FIG. 6, there is a speed limit section X as shown in the loop 41. In this case, loop 4
1 is divided into two and arranged as 41A and 41B, and a speed limit command corresponding to the speed limit of the speed limit section X is _v1 (solid line c) or higher is not issued to the loop 41B. Therefore, the preceding vehicle 4
If the following vehicle 43 continues to run while the vehicle 2 is stopped, the following vehicle 43 will follow a running trajectory as shown by the dashed line d in FIG.

As mentioned above, the automatic train control device has the following four functions.

(1) The vehicle automatically runs at a speed less than the speed limit command given from the ground, and the speed limit command is displayed on the driver's cab, etc. on the vehicle.

(2) Preventing a collision with the vehicle in front.

(3) Automatically pass through speed limit sections on the route at a speed less than the speed limit.

(4) If the above control becomes impossible for some reason, the emergency brake is used to forcibly stop the vehicle.

The ground control has the above-mentioned functions, but includes a ground-onboard information transmission circuit to control the substation on the ground from onboard the vehicle. Furthermore, since the substation and vehicle are always coupled 1:1, it is necessary to know the presence of vehicles on the ground in order to switch substations. Furthermore, in addition to these, an automatic train speed control circuit is provided in a separate system for each loop, and, for example, there is a portion of equipment that is redundant with the information transmission system on the ground car, which is uneconomical.

Furthermore, from the perspective of a substation on the ground, it is easier to understand things specific to a point on the ground, such as the speed limit section of a line, the length between each station, and how vehicles travel between them.

[Purpose of the invention]

The present invention provides an economical electric vehicle speed control device adapted to a ground control device of an electric vehicle.

[Summary of the invention]

A driving pattern in which the electric vehicle travels is generated for each section, and the driving point is determined by integrating the vehicle speed sent from the vehicle via the transmission circuit, so that the driving pattern follows the pattern driving speed output by the driving pattern generating means. The power supplied to the main motor of the electric vehicle is controlled from the ground side for each section.

[Embodiments of the invention]

The present invention will be explained based on one embodiment shown in the drawings. FIG. 7 is an overall configuration diagram, and FIG. 8 shows the configuration of the electric vehicle.

In FIG. 7, it is assumed that direct current is supplied to the overhead wire 62 for ease of explanation. The (+) side of the overhead wire 62 is divided by air sections 63-67, which can be opened and closed by switches 68-72.

Loops 73 to 77 of onboard-ground information transmission circuits are installed on the ground according to the classification of the overhead wires. A station 7
In a station part such as 8 and B station 79, the above-mentioned loops are installed in a double manner, for example, 75 and 76, and are led into both adjacent substations, respectively.

There is one substation between each station, one for each upstream line, and one for each downstream line.
It is assumed that they are placed in several locations. In Figure 7,
Substation A 80 is arranged between stations AB, and substation B 81 is arranged between station B and the station in front of it, and substation 81 has the same configuration as substation 80.

To explain about the A substation 80, the drop-in lines from the loops (in the case of the A substation, 3 loops 73, 74, and 75) that correspond to the control range of that substation located on the line are installed at the substation. Each is connected to separate transmitting/receiving circuits 82-84.
These transmitting/receiving circuits are connected to the ground control circuit 85, and provide it with information received from onboard the electric vehicle, and also transmit commands from the ground control circuit to the onboard vehicle.

The ground control circuit 85 includes a switch control circuit 86 that controls the overhead wire switches 69 and 70, a power conversion control circuit 87 that controls the voltage and current of the overhead wires, and a power conversion control circuit 87 that controls the voltage and current of the overhead wires, and a power conversion control circuit 87 that controls the voltage and current of the overhead wires. A driving pattern generation circuit 88 is connected to generate a driving pattern (assuming that the vehicle travels in the following manner).

This substation receives high voltage from a power receiving substation (not shown) through a high voltage distribution line 89, converts it into direct current in a power conversion control circuit 87, and supplies it to the overhead wire 23 as shown in FIG.

Next, referring to FIG. 8, the configuration of the electric vehicle 90 is shown. There are current collectors 91 and 92 that collect power from overhead wires, and a main motor circuit 93 that is directly driven by the power collected by these current collectors. A receiving antenna 94 that receives information from the ground is connected to an on-board control circuit 96 via an on-board receiving circuit 95. Additionally, an on-board transmitting antenna 97 is installed on the car to transmit information to the ground.
There is an on-board control circuit 9 via an on-board transmission circuit 98.
6. Furthermore, the on-board control circuit 96
A speed detection circuit 99 for detecting vehicle speed, an emergency braking device 100, and a man-machine interface 101 for inputting commands from the driver and providing necessary information to the driver are connected.

In FIG. 7, it is assumed that the electric vehicle 90 has arrived at station B 79 and heads for station A after handling passengers. In this state, the overhead line switch 70 is open, 71, 7
2 is closed, and the overhead wire 23 is connected to the B substation 81.

Before leaving station B, the driver of electric vehicle 90 issues a substation switching command to both substations A and B. This command is transmitted from the on-board antenna 97 to the ground loops 76, 7.
5 and then to each substation. Regarding substation A, information from the ground loop 75 is received by a transceiver circuit 84 in the substation 80 and transmitted to the ground control circuit 85. Based on this command, the ground control circuit 85 issues a command to the switch control circuit 86 to close the overhead wire switches 69 and 70. Similarly, the overhead line switch 71 from the B substation 81 is opened. In this way, the overhead wires between the A station and the B station are connected, and the switching of the substation for supplying power to the electric vehicle 90 from the B substation 81 to the A substation 80 is completed. In this state, the ground control circuit 85 of the A substation 80
causes the transmitting/receiving circuits 82, 83, and 84 to start transmitting carriers. Substation B 81 stops transmitting the carrier that had been transmitting until then. Therefore, on the electric vehicle 90, the carrier from the B substation 81 is cut off, and then the carrier from the A substation 80 is generated, so once this carrier is cut off and the carrier starts up again, the switching of the substation is completed. I judge that I did.

This carrier is received by an on-vehicle receiving circuit 95 via an on-board antenna 94 shown in FIG. 8 and inputted to an on-board control circuit 96, which holds the emergency brake 100 inoperative. Therefore, if this carrier is disconnected for more than a predetermined time while the vehicle is running, the emergency brake 100 is automatically activated to stop the electric vehicle.

Next, when the driver of the electric vehicle 90 gives a departure command from the man-machine interface 101 in the driver's cab, that command and the value measured by the on-board speed detection circuit 99 are transmitted to the on-board transmitting circuit 98 and the on-board antenna. 97
transmitted to the ground via. This information is input to the ground control circuit 85 via the transmitting/receiving circuits 82, 83, and 84 shown in FIG. A pattern generation circuit 88 in the A substation 80 stores a point-speed pattern necessary for the electric vehicle 90 to travel between stations B and A. FIG. 9 shows the pattern. Point P1 is a fixed position at which the vehicle stops. The speed value transmitted from the vehicle is integrated by the ground control circuit 85 and converted into a point.

In response to a running command from onboard the vehicle, the ground control circuit 85 transmits a powering command to the vehicle via the information transmission circuit, and also controls the power conversion control circuit 87 to connect the overhead wire 6.
2 to start the vehicle. Thereafter, the output voltage from the substation 80 is controlled while comparing the speed from above the vehicle so as to follow the traveling pattern e in FIG. 9. In this case, when it is necessary to decelerate the vehicle, the power running command is switched to a brake command via the information transmission circuit, and the power conversion control circuit 87 is controlled to operate the power returned from the vehicle as an inverter to the high-voltage power distribution line. Regenerate to 89.

Errors occur because the location is calculated by integrating the speed of the vehicle. Therefore, the points where the vehicle passes through the ground loop, that is, P2 and P3 in FIG.
This value has been corrected in points. When the vehicle reaches point P4, which is controlled according to the driving pattern, the ground substation 8
0 stops the power supply to the overhead wire 62 and the vehicle returns to normal operation. From now on, the driver operates the air brake on the train to stop the train at the station's fixed position, point P5 in Figure 9.

The pattern generation circuit 88 of the ground substation 80 stores another pattern, the monitoring pattern f (indicated by a dashed line), and if the speed from the vehicle 90 exceeds this value, the substation 80 By cutting off all transmissions to the vehicle, the aforementioned emergency brake 100 is activated to stop the vehicle. In this case, the vehicle 90 stops at point P7, as shown at g (indicated by a two-dot chain line) in FIG.

FIG. 10 shows a travel pattern h and a monitoring pattern i when there is a speed limit point Y between stations A and B. In this example, there is only one speed limit location, but even if there are multiple locations, the speed of the electric vehicle can be controlled in the same way.

The running pattern is determined by computer simulation, taking into account speed limits between stations, gradients, curves, and the performance of electric vehicles. Furthermore, the monitoring pattern is determined by allowing a certain amount of leeway in the driving pattern and taking into consideration the stopping distance due to the emergency brake.

In the previous embodiment, the speed of the electric car was automatically controlled except when stopping at a fixed position at a station, but there are cases where such control is economically unnecessary. In such a case, the speed limit corresponding to the location from the ground is displayed on the driver's cab of the electric vehicle, and the driver uses this value as a signal to operate the main controller and manually control the speed of the electric vehicle. Conventionally, this control (Cab
Signal method) is ground loop 38, 3 in Figure 3.
This is done by displaying the speed limit transmitted from 9, 40, 41 on the vehicle on the driver's cab of the electric vehicle 42, 43.

In FIG. 11, several types of speed limits are set in advance for transmission from the ground to the vehicle (in this example, three types: v ₁ , v ₂ , and v ₃ ). This speed limit pattern j is used instead of the driving pattern of the embodiment described above.
(shown by a solid line), the point is calculated by integrating the speed from above the vehicle, and the speed limit corresponding to that point is transmitted to the vehicle as the vehicle travels. This information is displayed on the cab of the electric vehicle, and the driver manually connects the ground substation via the ground-onboard information transmission circuit from the cab of the electric vehicle in order to quickly reduce the vehicle speed below this speed limit. Control the speed of the electric car by controlling. In this case, the speed of the vehicle on the ground is monitored using a monitoring pattern k (indicated by a dashed line) that takes into account the driver's margin of operation in order to prevent the driver from exceeding the speed limit or passing through a station due to a driving error.
If this pattern is violated, all transmissions from the ground are cut off and the electric vehicle is stopped using the emergency brake. A dotted line 1 shown in FIG. 11 indicates a running curve when the driver manually operates the vehicle under the above conditions. In this way, the changing points S1 and S2 of the speed limit can be set independently of the switching points P2 and P3 of the ground loop by ground control, and the number of changing points can also be set freely.

FIG. 12 shows a case where a speed limit point Z exists between stations based on the control shown in FIG. 11 described above. Speed limit pattern m, monitoring pattern n, speed limit change points S1A, S2A, S3
A and S4A are shown, and the control method is the same as in FIG. Note that pattern q is for the case where the driver manually operates the vehicle.

〔Effect of the invention〕

Using above-ground loops installed between stations for above-ground control, multiple speed limit points between stations can be grasped at above-ground substations, and vehicles can be controlled at each substation without increasing the number of above-ground loops. This enables more accurate automatic speed control than conventional automatic speed control performed on vehicles.

Since the control device that controls the main motor is installed on the ground side, it is possible to reduce the weight of the electric vehicle and achieve a reduction in running power consumption. Furthermore, since a ground control circuit is provided for each substation, there is no need to provide a control circuit for each loop as in the conventional method, which is economically advantageous.

[Brief explanation of the drawing]

Figures 1 and 2 are block diagrams showing the power supply circuit of a conventional electric vehicle, Figure 3 is a block diagram showing a ground control device for a conventional electric vehicle, and Figure 4 shows the speed limit corresponding to Figure 3. 5 is a block diagram of the electric vehicle shown in FIG. 3, FIG. 6 is a chart corresponding to FIG. 3 showing the speed limit when it has a speed limit section, and FIG. 7 is based on the present invention. A block diagram of the speed control device, FIG. 8 is a block diagram of the electric vehicle shown in FIG. 7, FIG. 9 is a chart showing the speed limit corresponding to FIG. 8, and FIG. 10 is a chart showing the speed limit corresponding to FIG. 11 and 12 are charts showing speed limits according to other embodiments. 62... Overhead line, 68, 69, 70, 71, 72
...Switcher, 73, 74, 75, 76, 77...
Loop, 80, 81...Substation, 82, 83, 8
4... Transmission/reception circuit, 85... Ground control circuit, 86
... Switch control circuit, 87 ... Power conversion control circuit, 88 ... Travel pattern generation circuit, 90 ... Electric vehicle, 91, 92 ... Current collector, 93 ... Main motor circuit, 94 ... Receiving antenna, 95... Receiving circuit, 96... Onboard control circuit, 97... Transmitting antenna, 98... Transmitting circuit, 99... Speed detection circuit,
100...Emergency brake device, 101...Man-machine interface.

Claims (1)

[Claims] 1. An electric vehicle having an electrically insulated overhead wire for each section, a main motor directly driven by electric power supplied by the overhead wire, and a running electric vehicle installed in this electric vehicle. A traveling speed detecting means for detecting the speed; a position calculating means for calculating the traveling position of the electric vehicle from the traveling speed signal outputted by the traveling speed detecting means; a driving pattern generating means that outputs a pattern driving speed signal according to a driving section and a driving position within the driving section; and a difference between the pattern driving speed signal outputted by the driving pattern generating means and the speed signal outputted by the traveling speed detecting means. electric power calculation means installed on the ground side for each section, which calculates the amount of electric power according to the running speed of the electric vehicle and outputs the electric power supply command amount, and the electric vehicle runs according to the electric power supply command amount A speed control device for an electric vehicle, which includes a power supply means installed on the ground side for each section, which supplies power to overhead wires in the section. 2. Monitoring driving pattern generating means for generating a monitoring position-speed pattern with a control margin in the position-speed pattern stored in advance in the driving pattern generating means; and a value of the traveling speed signal outputted by the traveling speed detecting means. It has a supervisory control means that stops outputting the go signal when the value of the monitored travel speed signal generated by the monitored travel pattern generating means is exceeded, and a braking means that brakes the electric vehicle if the go signal is not output. The speed control device for an electric vehicle according to claim 1.