JPS5937808A - Speed control device for electric motor coach - Google Patents

Abstract

PURPOSE:To omit a speed control device on an electric motor vehicle by integrating the speed of the vehicle which is fed from the vehicle through a transmitter to obtain a running ground point and supplying electric power corresponding to the running pattern to the vehicle. CONSTITUTION:A driver for an electric motor vehicle 90 transmits a substation switching command to both substations A(80), B(81) through a vehicle antenna and ground loops 75, 76 to the switching control circuit 86 before starting a station B. When the driver then applies a start command from an interface, the command and the value measured in the speed detector on the vehicle are transmitted through a vehicle transmitter and the vehicle antenna to the ground. A ground control circuit 85 integrates the speed value fed from the vehicle to detect the position of the vehicle 90, and electric power is supplied to a trolley wire 61 on the basis of the ground-speed pattern between the stations A and B stored in a pattern generator 88.

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 νC shows a conventional vehicle control device. Ground substation 20J: Direct current or alternating current at constant pressure is
It is supplied to the overhead wire 21. The electric vehicle 22 takes in this power through the back electric device 23 or the ground wheel 24. The electric vehicle 22 is equipped with a main NRGII machine 25 and a control device 26 that controls the speed of the vehicle by controlling the voltage and current supplied to the main vehicle motive 25. Instructions from the driver of the electric vehicle 22 are sent to the control device 2G to control the speed of the electric vehicle. In addition to this, there is one piece of commercial equipment such as auxiliary equipment, but these are omitted in Figure 1.

+1) (a) This figure 1 shows that it is possible to put multiple FLs and electric vehicles into one substation section, and that it is sufficient to always supply power at a constant pressure from the substation, making the substation simple. However, it is necessary to install a control device on the vehicle to control the main motor. This control device requires advanced equipment to control the power, so it also has a large capacity! It will also be large in quantity. - To give an example, this control device and its related devices account for 10 to 20 units of empty cars in the case of ordinary electric cars (propelled cars) and mole rails. The fact that the vehicle is constantly being transported results in a large loss considering the power consumption during driving.

(b) On the other hand, in the case of a mole rail, the load on one tire is very severely restricted. When the train is full of passengers, this limit is met, so measures are taken 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 creating an equipment room in the cabin. Adhering to strict load limits.

In addition, in terms of equipment mounting capacity, in the case of mole rails, especially in the case of the system where the track is held under the floor (Usa type), the effective mounting volume is taken up by the track. In order to obtain an effective space under the floor for loading this control device, it may be necessary to make the interior of the vehicle wider. This becomes a major obstacle as it does not meet the required width of the vehicle body, foreshadowing width, room for firefighting, etc. when this vehicle is used on narrow roads such as 18 nt roads, which is the case with modern urban transportation. .

) 2) From the perspective of construction costs, modern transportation systems are often built on roads (in which case they are either elevated or elevated; in this case, vehicles traveling on them + In order to reduce the cost of constructing an elevated structure close to the 6υ inch of the vehicle, it is better to make it lighter.In addition, in cases such as the one-seat mole mentioned above, the width of the vehicle should be narrowed to increase the height of the vehicle commander. By making a long vehicle, it is possible to widen the spacing between the live load loading points on the girder.As a result, the moment applied to the girder can be reduced.Therefore, by increasing the girder span, the overall number of girder supports can be reduced. Since the t6 pillar hits its base 1ζ pile according to the ground fpstrong r>sH, it is especially important to avoid constructing routes on the weak and 1ξ boards (Z) (reducing this number to 4th). will greatly contribute to reducing track construction costs.

(3) Next, when considering the operational costs of maintaining and operating such transportation systems, on-board equipment is constantly exposed to adverse environments such as vehicle vibrations and wind and rain, so equipment on the ground is less expensive than equipment on the ground. In comparison, its maintenance costs a lot. At the same time, since the vehicles are out of service during the required maintenance period, the efficiency of their use decreases. moreover,
Since the maintenance period for reserve forces is considered based on the failure rate of vehicles, a reserve force for that purpose is necessary.

Ground control of electric vehicles uses these conventional methods (1) to (1) to (
3) It will be effective in improving the problems and configuring the transportation system that will be required in the future with low construction and maintenance costs.

FIG. 2 shows a circuit corresponding to the basic power supply circuit shown in FIG. 1 regarding the ground control side 1 of the vehicle.

The racks #27 and 27 fixedly placed on the ground and the information transmission line 28 are separated into sections by providing insulating parts 29 and 30.

A substation 31 is provided corresponding to each section of the overhead wires 27, 27 and the information transmission line 28. In this case, if one of the overhead wires is used at ground potential, the insulating section can be omitted.

'On the electric vehicle 32 there is a current collector or ground wheel 33°34
A main motor and equipment 35 necessary for its maintenance and circuit switching are installed, and the speed control part of the main motor is moved to a 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 sent from the main controller to the information transmission circuit 36. i Main antenna 37. The information is transmitted to the substation 31 through the information transmission line 28. The substation 31 supplies and controls heavy pressure and O/current to the overhead wires in accordance with this command. According to such control system XI, even though the speed limit section above is removed, the same effect as when a speed controller is placed on the vehicle can be achieved. Further, it is possible to reduce the weight of the vehicle by 1 and obtain many advantages associated with weight reduction. In addition, since the speed control unit must be placed on the ground, there is no need to consider vehicle perturbations or dimensional and weight restrictions for mounting on the vehicle, making the kite even more reliable. It can be set as

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

Furthermore, based on the third factor, a conventional electric vehicle control device will be explained. Loops installed on the ground 38, 39, 40
．． Consider a case where electric vehicles 42 and 43 are running on 41. A vehicle presence signal is constantly transmitted by the on-board antenna 44 of a vehicle 42 traveling on the loop 38, and when the receiver 45 on the ground receives the signal, it is determined that the vehicle is present on the loop 38. is being detected. The control circuit 46 on the ground informs the control circuit 47 of the next loop 39 of this presence, and the control circuit 47 transmits to the loop 39 through the transmitting circuit 48 the speed limit zero or less.

Since there is no vehicle in the loop 39, the ground receiving circuit 49
informs the control circuit 50 that there is no vehicle. That is control circuit 5
The speed limit command v1 is transmitted to the multi-control circuit 51Fi and the Lug 40 through the transmission circuit 52. Since there is no vehicle in the loop 40, a speed limit command V is similarly transmitted to the loop 41. The following vehicle 43 located above the loop 41 receives this speed limit command through the on-vehicle receiving antenna 53. This speed limit relationship is the fourth
This is the part indicated by the solid line a shown in FIG.

The electric vehicle 42 is 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 IW 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 sent to the vehicle speed detector 5.
Compared with the own vehicle speed from 8, if the speed is below the speed limit,
The main motor control circuit 59 is commanded to run at a speed below this speed limit.

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 serialization 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 operate while the preceding vehicle 42 is stopped on the loop 38, the above-mentioned controller automatically moves the vehicle to the loop 39 as shown by the dotted line. This prevents the vehicle from stopping and colliding with the preceding vehicle 42.

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, the loop 41 is divided into two and arranged as 41A and 41B, and the speed limit command corresponding to the speed limit of the limit section X is Vl (solid line d) or higher is not issued to the loop 41B. It has become. Therefore, the preceding vehicle 4
If the following vehicle 43 continues to run while the vehicle 2 is stopped, the trailing vehicle 4 will follow a running trajectory as shown by the dashed line d in FIG.
3 shows.

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

(a) The vehicle is automatically driven 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 collisions with preceding vehicles.

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

(4) If the above control becomes impossible for some reason,
Use the emergency brake to force the vehicle to stop.

As for ground control, it has the above functions, but
It has a ground-to-vehicle quantity information transmission circuit to control the ground substation from on-board the vehicle. Furthermore, since the substation and the vehicle are always coupled in a 1=1 relationship, it is necessary to grasp the presence of the vehicle at the reservoir station where the substation is switched. Furthermore, in addition to these, an automatic train speed control circuit is provided in a separate system for each loop, and there is a portion of the equipment that is duplicated, for example, along 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 speed control device for an electric vehicle suitable for a ground control device for an electric vehicle [Summary of the invention]
The speed of the vehicle sent from the vehicle via the transmission circuit is integrated to determine the driving point, and from the fourth turn of the driving, power supply to the electric vehicle is controlled so as to follow the speed limit of the vehicle at that driving point.

[Embodiments of the invention]

The present invention will be explained based on one embodiment shown in the drawings. 7th
The figure is an overall configuration diagram, and FIG. 8 shows the configuration of the 4-car vehicle.

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

Loops 73 to 77 of on-board and ridge information transmission circuits are installed on the ground according to the classification of the overhead wires. In station areas such as A Station 78 and B Station 79, single loops are installed in duplicate, for example 75 and 76, and are drawn into both adjacent substations.

It is assumed that one change station is located between each station and one for each outbound line. In Figure 7, A substation 80 is used between AB stations, and B substation 81 is used between B station and the station in front of it.
are arranged, and the substation 81 has the same configuration as the substation 80.

To explain about the A substation 80, the lead-in lines from the loops that fall within the control range of the substation located on the line (in the case of the A substation, 3 loops of ?3, 74.75) are installed at the substation. Separate 114 transmission/reception 1a circuits 82~
84.

These transmitting and receiving circuits are connected to the ground control circuit 85.
(Information received from onboard the L-train vehicle is given to it, and commands from the ground control circuit are transmitted to the vehicle.

The overhead line switch 69.70 is attached to the ground 10 valve circuit 85.
ll N switch rttll #circuit 86, overhead line)
Power conversion control circuit 87 and BA that control voltage 9m flow
This substation, to which a running pattern generation circuit 88 that generates a running pattern between stations (in this case, it is assumed that heavy vehicles run in the direction from J3 station to A station), is connected, receives high voltage from a power receiving substation (not shown). Magnetism is received through the high-voltage distribution line 89, converted into direct current by the power conversion control circuit M87, and supplied to the overhead wire 23 as shown in FIG.

Next, referring to FIG. 8, the configuration of the electric vehicle 90 is shown.

9% more electricity than overhead lines? There is a main motor circuit 93 that is directly driven by the electricity collected by the current collectors 91 and 92. The onboard transmitting antenna 97 is connected to the onboard control circuit 96 via an onboard transmitting circuit 98.Furthermore, The on-board control circuit 96 includes a speed detection circuit 99 that detects the vehicle speed, an emergency brake system 1001, and a man-machine interface 10 that receives commands from the driver and provides necessary information to the driver.
1 is connected.

In FIG. 7, the electric vehicle 90 is shown arriving at station B 79 and heading towards the rear section for handling passengers.

In this state, the overhead line switching device 70 is open, and the overhead line switching devices 71 and 72 are closed, so that the overhead line 23 is connected to the Bf power station 81.

The driver of electric vehicle 90 A before leaving station B.

Issue a substation switching command to both substations B. This command is transmitted from the on-board antenna 97 to the ground loop 76.75 and then to each substation. Then, the information from the ground loop 75 is transmitted and received in the substation 80 (
The signal is received by the N circuit 84 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 line switch 69,70. Similarly, l) the overhead line switch 71 is opened from the substation 81;

In this way, the overhead wires between A station and B station are connected, and the substation for supplying 'IT' power to Tunkitun Ryo 9 () is connected to B substation 8.
1 to the λ substation 80 is completed. In this state, the ground control circuit 85 of the A change station 80
．． 84 to start transmitting the carrier. B-change''
Station 81 stops transmitting from the carrier it had been transmitting to. Therefore, on the electric vehicle 90, the carrier from the B substation 81 is cut off, and then the carrier It from the h* stall 80 is generated, so when this carrier is cut off and the carrier starts up again, the substation switching di is completed. to decide.

This carrier is received by the on-board receiving circuit 95 via the on-board antenna 94 shown in FIG.
0 Hold so that it does not operate. Therefore, if the carrier is disconnected for a predetermined period of 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 through the man-machine interface 101 in the driver's cab, that command and the value It measured by the on-board speed detection circuit 99 are transmitted to the on-board transmitting circuit 98. It is transmitted to the ground via antenna 97. This information is input to the ground control circuit 85 via the cross-transmission circuits 82, 83, and 84 shown in FIG. A pattern generating circuit 88 in the A station 80 stores a point-speed pattern necessary for the electric vehicle 90 to travel between stations B-+A.

FIG. 9 shows the pattern. Point 21 is a fixed position where 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 travel command from on-board the vehicle, the ground control circuit 85 transmits a travel command to the vehicle via the information transmission circuit, and also controls the power conversion control circuit 87 to control the output voltage to the overhead wire 62 to control the vehicle. launch.

After that, the output voltage from the substation 80 is controlled while comparing the speed from the vehicle so as to follow the traveling pattern e in the diagram tA9. In this case, if it is necessary to decelerate the vehicle, the forwarding command is switched to a brake command via the information transmission circuit, and the Km force conversion control circuit 87 is controlled so that the electric power is returned from the vehicle as inverter operation. is regenerated to high pressure [$89].

Errors occur because the location is calculated by integrating the speed of the vehicle. Therefore, the point where the vehicle passes through the ground loop, ie, P2 in FIG. This value is corrected at point P3. When the vehicle is controlled according to the travel button and reaches point 24, the ground substation 80 stops supplying power to the overhead wire 62, and the vehicle coasts.

From now on, the driver will operate the air brake on the train to stop the train at the fixed station point 25 in Figure 9.

The pattern generation circuit 88 of the ground substation 80 stores another pattern, the monitoring pattern / (indicated by a dashed line), and when the speed from the substation vehicle 90 exceeds this value, the pattern generation circuit 88 of the ground substation 80 By cutting off all transmissions to the vehicle, the emergency brake 100 described above is activated to stop the vehicle. In this case, the vehicle 90 stops at point 17, as shown at g (indicated by a two-dot chain line) in FIG.

Figure 10 shows the driving pattern h and monitoring turn i when there is a speed limit point Y between stations A and 13. In this example, there is only one speed limit point Y. Even if there are multiple locations, it is possible to control the speed of an electric vehicle in exactly the same way. The decision will be made by performing a simulation using the machine. Furthermore, the monitoring turn 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 (C
ab Signal method) is ground loop 38 in Figure 3.
, 39, 40° 41. This is done by displaying the speed limit transmitted on the vehicle on the driver's cab of the electric vehicle 42, 43.

In Figure 11, the speed limit it is transmitted from the ground to the vehicle
Set it to several types in advance (in this example, vI
+ v2 + v3). Using this speed limit pattern j (indicated by a solid line) instead of the driving pattern of the embodiment described above, a point is calculated by integrating the speed from above the vehicle, and -C corresponds to that point according to the running of the vehicle. 1lIJ
Sends 1% speed to the vehicle. 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. By controlling the speed of the electric car. 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 emergency brake is applied to stop the dirty vehicle.

A dotted line 1 shown in FIG. 11 indicates a running curve when the driver manually operates the vehicle under the conditions described in 2. In this way, the change points 81 and 82 of the speed limit are the switching points P2 and 82 of the ground loop due to ground control. It can be set independently of P3, and the number of change points is also free.

Figure 12 shows the case where there is a speed limit point Z between stations based on the control shown in Figure 11 above. Speed limit pattern mX monitoring pattern n%
m limit speed change points SIA, S2A, S3A, S4
A is 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〕

, rt! using the ground loop installed for ground control between ν and rt! Understand the speed limit points of multiple R41 between stations at above ground substations without counting the number of loop groups on I,
Since the vehicles are controlled at each substation, the automatic speed control conventionally used at Tojo will be able to perform accurate automatic speed control.

In addition, as a ground-onboard transmission circuit, the information used for ground-F control is transmitted from the vehicle to the ground, and the vehicle speed IW is transmitted.
In the direction from the ground to the top of the vehicle, only the addition of a power line and brake command is required, and 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 past, making it economical. is also advantageous.

[Brief explanation of the drawing]

Figures 1 and 2 are block diagrams showing the feed circuit of a conventional electric vehicle, Figure 3 is a block diagram showing a control device on the ground of a conventional electric vehicle, and Figure 4 is the same as Figure 3. A chart showing the corresponding speed limit, FIG. 5 is a block diagram of the electric vehicle shown in FIG. 3, and FIG. 6 is a chart showing the speed limit when there is a speed limit section corresponding to FIG. 3. is a block diagram of the speed control device based on the present invention, Figure 8 is a block diagram of the electric vehicle shown in Figure 7, and Figure 9 is a diagram showing the limit speed IL corresponding to Figure 8. Fig. 10 corresponds to Fig. 8 and is a chart showing the speed limit when there is a speed limit section, and Figs. 11 and 12 are charts showing the speed limit according to other examples. 62... Overhead line, 68, 69.71), 71.72...
・Switcher, 7:3, 74, 75, 76.77...Loop, 80.81...Substation, 82,83.84...
Transmission/reception circuit, 85...Ground control circuit, 86...Switcher control circuit, 87...Power conversion control circuit, 88...
Traveling pattern generation circuit, 90... Saki vehicle, 91.9
2... 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 , ton...man-machine interface. (7317) Agent Patent attorney Kensuke Chika (1 person) Figure 1 Figure 2 Figure 1 Figure 5 Figure 4 Figure 6 Figure 8 Figure 10 Figure 11 PbP6Sz P, 1Sit /'2
1'/ 1@, 6, Fig. 12

Claims (1)

[Scope of Claims] +1) An electrically insulated overhead wire for each section, an electric vehicle that collects current from this overhead wire and runs on a track in units of one unit for each section of the overhead wire, and an electric vehicle for each section that is electrically insulated. a substation that supplies power to each section of the overhead line, and has a running pattern generation circuit that generates a running pattern for the electric vehicle and a ground control circuit that controls the speed of the electric vehicle according to the running pattern;
A speed control device for an electric vehicle, comprising a ground-onboard information transmission circuit for transmitting signals between the electric vehicle and the inspection station. 4(2) The ground control circuit of the substation detects the speed of the electric vehicle via the ground-onboard information transmission circuit, integrates this speed to determine the running point of the electric vehicle, and detects the speed of the electric vehicle through the ground-onboard information transmission circuit. A speed control device for an electric vehicle according to claim 1, which controls power supply to the I&I vehicle via the overhead wire in order to control the speed of the electric vehicle. (3) The speed control device for an electric vehicle according to claim 1-C, wherein the pattern generation circuit of the substation generates a monitoring pattern with a control margin greater than the running pattern. (4) When the speed of the electric vehicle exceeds the monitoring pattern of the pattern generator circuit, the ground control circuit of the Eki station stops transmitting the signal from the substation to the electric vehicle, and accordingly 'The speed control device for an electric vehicle according to claim 3, which stops the electric vehicle. □ (5) An electrically insulated overhead wire for each section, a train and east train that collects electricity from this overhead wire and runs on the track in units of one unit for each section of the overhead wire, and the electric vehicle for each section. The electric vehicle has a driving pattern generation circuit that generates a driving pattern 'tQ, and a ground control circuit that outputs a speed limit signal corresponding to the driving pattern to the electric vehicle and controls power supply according to the signal from the electric vehicle. a substation that supplies power to each section of the overhead wire;
A speed control device for an electric vehicle, comprising a ground-onboard information transmission circuit for transmitting signals between the electric vehicle and the substation.