WO2012023400A1

WO2012023400A1 - Vehicle control system, drive control method for vehicle, and train control device

Info

Publication number: WO2012023400A1
Application number: PCT/JP2011/067221
Authority: WO
Inventors: 俊晴菅原; 努宮内; 基也鈴木; 健志篠宮; 基巳嶋田
Original assignee: 株式会社日立製作所
Priority date: 2010-08-20
Filing date: 2011-07-28
Publication date: 2012-02-23
Also published as: GB2495886B; JP2012044792A; GB201302746D0; JP5521890B2; GB2495886A

Abstract

In order to achieve both the engine emission performance and the vehicle acceleration performance in a diesel electric locomotive, this control system for a vehicle is a vehicle control system which is provided with an engine, an electric generator, a converter, an inverter, and an electric motor, comprises an engine load prediction unit for predicting the increase of the output of the electric motor on the basis of any one or more of route data, the speed of the vehicle, and a travel speed pattern, and comprises an engine speed correction unit for increasing the engine speed before the increase of the output of the electric motor on the basis of the predicted value of the increase of the output of the electric motor.

Description

Vehicle control system, vehicle drive control method, and train control device

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.

As a conventional technique, there is a control technique shown in Patent Document 1 as a method for accelerating a diesel electric locomotive. In Patent Document 1, an AC generator is driven by the power of a diesel engine, and the generated AC power is converted into DC power by a rectifier. Furthermore, DC power is converted into AC power by a power converter, and an induction motor for vehicle propulsion is driven to accelerate the train.

JP 2000-115907 A

On the other hand, regulations on diesel engine exhaust gas are becoming stricter due to growing environmental awareness. As exhaust gas purification technologies for diesel engines, technologies such as EGR (exhaust gas recirculation), DPF (diesel particulate filter), and high-pressure multistage injection have been developed. However, considering the delay in recirculation of EGR gas and the delay in supercharging pressure, it is necessary to suppress sudden changes in engine speed and engine output in order to suppress the generation of soot. Such sudden changes in engine speed and engine output can also cause the fuel efficiency characteristics of diesel engines to deteriorate significantly.

However, in Patent Document 1, all the power for accelerating the train must be provided by the engine. Therefore, if the engine responsiveness is suppressed in order to maintain the exhaust performance of the engine, there is a problem that the engine response becomes a bottleneck, the acceleration performance deteriorates, and the journey time increases. That is, in the known technology, there is a problem of achieving both the exhaust performance of the engine and the acceleration performance of the vehicle.

In order to solve the above-described problems, one of the desirable aspects of the present invention includes an engine load prediction unit that predicts an increase in the output of the electric motor, and the engine before the increase in the output of the electric motor based on the prediction of the increase in the output of the electric motor. A train control system characterized by increasing the number of revolutions.
Furthermore, one of the desirable aspects of the present invention includes an engine load prediction unit that predicts an increase in the output of the electric motor, and subdivides the engine output so that the engine output can follow the increase in load based on the prediction of the increase in the output of the electric motor. A vehicle control system having a driver guidance device for guiding a notch.

According to the present invention, it is possible to achieve both engine exhaust performance and vehicle acceleration performance.

The structure of the train control system in 1st Embodiment. The block diagram in 1st Embodiment. An inverter output command calculation method according to the first embodiment. Speed limit data in the first embodiment. The flowchart of the engine load estimation part in 1st Embodiment. The notch prediction method with respect to the speed limit in the first embodiment. The effect of the train 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 flowchart of the engine load estimation part in 2nd Embodiment. The prediction method of the notch with respect to the gradient in 2nd Embodiment. The effect of the train control system in 2nd Embodiment. The block diagram in 3rd Embodiment. The target travel speed pattern in 3rd Embodiment. The structure of the train control system in 4th Embodiment. The block diagram in 4th Embodiment. The structure of the train control system in 5th Embodiment. The block diagram in 5th Embodiment. Effect in the fifth embodiment. The structure of the train control system in 6th Embodiment. The block diagram in 6th Embodiment. The effect in 6th Embodiment.

(First embodiment)
FIG. 1 shows a configuration of a train control system 2 mounted on a diesel electric locomotive 1 according to a first embodiment of the present invention. The train control system 2 includes a motor 14 that drives a vehicle, an inverter 12 that generates AC power for driving the motor 14, a converter 10 that generates DC power input to the inverter from AC power generated by the generator 9, A generator 9 that generates AC power and outputs AC power to the converter, a diesel engine 8 that drives the generator 9, an inverter control device 13 that controls the inverter 12, and a converter control device 11 that controls the converter 10. An engine control device 7 that controls the diesel engine 8, a train control device 6 that issues a command to each control device, a master controller 3 that detects the notch operation of the driver, and a speed detection device 4 that detects the speed of the vehicle The operation mode of the route database 5 storing the speed limit data and the train control device 6 is switched. A work mode switch 15, and a operating mode display unit 16 for displaying the operation mode of the train control device 6.
In the present embodiment, the example in which the train control system 2 is mounted on the same vehicle is used. However, the present invention is not limited thereto, and each device constituting the train control system 2 is distributed and arranged in a plurality of vehicles. May be.
Also, a so-called DEMU (Diesel-electric multiple unit) in which the train control system 2 excluding the master controller 3 is mounted on a plurality of vehicles may be used.

Train control device 6 receives a notch command from master controller 3, vehicle speed from speed detection device 4, and speed limit data shown in FIG. In addition, the speed detection apparatus 4 calculates | requires the speed of each wheel 17 from the wheel rotation angle sensor attached to each wheel, and calculates | requires speed using the average value of the speed calculated | required from each wheel. However, the method of obtaining the speed is not limited to this, and any method capable of speeding the vehicle can be replaced. Although details will be described later, the train control device 6 obtains an engine speed command, a DC voltage command, and an inverter output command based on the notch command, the vehicle speed, and the speed limit data.

The engine control device 7 controls the engine speed of the engine based on the engine speed command. Note that the engine control device 7 sets a speed limit 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 a DC voltage as much as necessary, and controls the voltage of the DC unit so as to be 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 17 by the driven electric motor 9, and the vehicle is accelerated. 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 9 or synchronous generator 9) 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 14 or synchronous motor 14) is generally used.

Although details will be described later, ON / OFF input of the operation mode switching device 15 is input to the train control device 6 so that the engine control mode of the train control device 6 can be switched. Moreover, although mentioned later for details, the operation mode display apparatus 16 can show an engine control mode to a driver | operator by lighting a lamp | ramp according to the engine control mode input from the train control apparatus 6. FIG.

Next, a block diagram in the first embodiment is shown in FIG. Based on the vehicle speed and the notch command, the inverter output command calculation unit 31 uses a map representing the relationship between the vehicle speed for each notch and the inverter output command shown in FIG. 3 to respond to the tensile characteristics (acceleration characteristics). The inverter output command is calculated. However, for example, when the command is switched from coasting to 5 notches at a certain speed, if the inverter output command obtained from FIG. 3 is directly output, the inverter output command greatly deviates digitally. Therefore, the speed at which the inverter output command rises is limited. That is, the rising speed of the inverter output command is increased in proportion to the height of the notch after switching the notch command. For example, when switching from coasting to one notch, the rise is delayed so that the inverter output command obtained in FIG. 3 rises slowly. Further, when switching from coasting to 7 notches, the rising speed is increased so that the inverter output command obtained in FIG. As a result, when the driver wants to accelerate the vehicle suddenly and switches the notch command to a high notch, the inverter output rises quickly, and the driver's desired acceleration performance can be obtained. However, if the inverter output exceeds the engine output, the engine speed decreases and the engine may stall. Therefore, the inverter output command should not exceed the engine output.
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.

The inverter output command obtained as described above is input to the inverter control device 13.
The engine output command calculation unit 32 obtains an engine output command as an output required for the engine based on the inverter output command. The engine speed command calculation unit 33 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 is corrected by an engine speed correction unit 34 described later. The engine speed command corrected by the engine speed correction unit 34 as described above is input to the engine control device 7.

Further, the DC section 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 voltage command is set to 1500 V, and the converter control device 11 controls the generator 9 as necessary so as to keep the voltage of the DC voltage at 1500 V.

Next, the engine load prediction unit 35 will be described with reference to FIG. The engine speed prediction unit 35 receives the speed limit data and the vehicle speed as shown in FIG. The engine load prediction unit 35 calculates the host vehicle position x ₁ [m] after a predetermined time Δt seconds from the equation (1) in S51. 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 S52, the speed limit after Δt seconds is obtained from the speed limit data shown in FIG. 4 and the vehicle position after Δt seconds. In S53, the deviation between the speed limit after Δt seconds and the vehicle speed is calculated. In S54, a notch after Δt seconds is predicted from the map shown in FIG. In FIG. 6, when the vehicle speed is high and the difference between the speed limit and the vehicle speed is small, it is predicted that the driver makes a large notch because an output exceeding the running resistance during high speed running is necessary. In addition, when the vehicle speed is low and the difference between the speed limit and the vehicle speed is large, that is, when the speed limit is significantly higher than the vehicle speed, it is predicted that the driver will make a large notch because a large acceleration is required. Based on the same idea, if the vehicle speed is low and the difference between the speed limit and the vehicle speed is small, the notch will be small, and if the vehicle speed is high, if the difference between the speed limit and the vehicle speed is high, the notch will be high. . Next, in S55, the same calculation as that of the inverter output command calculation unit 31 is performed from the predicted notch, and an increase in the output of the motor 14, that is, the engine load after Δt seconds is predicted. With the above processing, the engine load prediction unit 35 can predict an increase in engine load after Δt seconds.

Here we describe the characteristics of the engine. The maximum value of the engine that can be output is determined by the engine speed, and if the engine speed is low, a large engine output cannot be obtained. On the other hand, in order to prevent exhaust deterioration as described above, there is a restriction on the increase speed of the engine speed. For this reason, even if the engine tries to produce a large output suddenly under the condition of a low engine speed, the engine speed increases slowly due to the speed limitation of the engine speed, and thus there is a problem that the desired engine output cannot be produced. .

In order to solve the above-mentioned problem, based on the predicted engine load value predicted by the engine load predicting unit 35, the engine speed correcting unit 34 increases the engine speed before increasing the engine load as necessary. Specifically, the engine speed correction unit 34 compares the predicted value of the engine load with the fastest response of the engine output (response when the engine output is started up earliest), and the engine output must follow the load fluctuation. If determined, the engine speed is increased. The fastest response of the engine output is obtained from the engine speed limit and the maximum output curve of the engine output. However, the calculation method of the fastest response of the engine output is not limited to this, and may be determined in consideration of the responsiveness of EGR and supercharging pressure in order to prevent exhaust deterioration.

The effect of Example 1 demonstrated above is demonstrated using FIG. This is a section where the speed limit is switched to 140 [km / h], 80 [km / h], and 140 [km / h]. As shown in FIG. 7, the notch is switched from 3 [N] to 6 [N] by the driver at the timing (time t ₁ sec) when the speed limit is switched from 80 [km / h] to 140 [km / h]. ing. In the known technique (broken line), the engine speed increases according to the speed restriction of the engine speed according to the notch operation of the driver, and the engine speed and the motor output are increased as the engine speed increases. Since the output can be obtained, the rise of the vehicle speed is delayed.

Next, the operation of the first embodiment of the present invention will be described with a one-dot broken line with reference to FIG. At time t ₀ , the engine load prediction unit 35 predicts that the deviation between the speed limit and the vehicle speed will be 60 [km / h] at time t ₁ after a predetermined time. Next, the engine load predicting unit 35 predicts that the engine load increases as the notch is switched from 3 [N] to 6 [N] from FIG. 5. The engine speed correction unit 34 compares the predicted value of the engine load and the fastest response of the engine output and corrects the engine speed command before increasing the engine load when it is determined that the engine output cannot follow the load. Increase. Note that a mode in which the engine speed is increased before the engine load is increased is referred to as an engine preparation mode. As described above, the generator output and the motor output can be increased in accordance with the notch without being limited by the speed limitation of the engine speed. In other words, the engine speed is increased in advance at a point before the point where the output of the electric motor predicted by the engine load prediction unit 35 is increased.
That is, in the example of FIG. 7, at time t _0, when predicting that the engine load prediction unit 35 is notched at time t ₁ is switched from the 3 [N] to 6 [N], from the time t _0, actually notch 6 corresponding to [N], in the period up to a high time t ₁ the motor output is required, the exhaust characteristics, so as not to deteriorate the fuel consumption characteristics, advance gradually increased engine speed, at time t _1, the engine Therefore, a sufficient torque can be output corresponding to the required motor output.

As a result, the acceleration performance can be improved and the journey time can be shortened without deteriorating the exhaust performance and fuel consumption characteristics of the engine as compared with the known example indicated by the dotted line.

Next, an example of the operation mode display device 16 and the operation mode switching device 15 is shown in FIG.
As described above, the present invention increases the engine speed independently of the driver's notch operation. In the general train control system 2, the notch operation and the engine speed move in conjunction with each other, which may give the driver anxiety. Therefore, in order to convey a sense of security to the driver that the system increases the engine speed with a normal judgment, as shown in FIG. 8, the operation mode display device 16 clearly indicates the engine preparation mode to the driver. To do. However, the operation mode display device 16 is not limited to the above, and may notify the driver by voice or the like, for example. Further, in a scene where the train control device 6 cannot predict an increase in engine load, an operation mode switching device 15 as shown in FIG. 8 is provided so that the driver can freely improve the acceleration performance in the engine preparation mode.

(Second Embodiment)
Next, the second embodiment will be described with a focus on the differences from the first embodiment. Since the second embodiment is the same as the first embodiment except for the route database 5 and the engine load prediction unit 35, the description thereof will be omitted, and only the route database 5 and the engine load prediction unit 35 will be 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 35 will be described with reference to FIG. In S101, the vehicle position x ₁ [m] after a predetermined Δt seconds is calculated by the same process as in S51 of the first embodiment.
Next, in S102, the gradient after Δt seconds is estimated from the gradient data and the vehicle position after Δt seconds. Subsequently, in S103, 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 large notch because an output is required to counter the running resistance during high speed running. Also, when the vehicle speed is low and the gradient is large, it is predicted that the driver will make a large notch because an output exceeding the running resistance due to the gradient is required. From the same idea, it is predicted that when the vehicle speed is low and the gradient is small, the notch is small, and when the vehicle speed is high and the gradient is large, the notch is high.
Next, in S104, a calculation similar to that of the inverter output command calculation unit 31 is performed from the predicted notch to predict an increase in engine load output after Δt seconds.
With the above processing, the engine load predicting unit 35 can predict an increase in engine load output after Δt seconds according to the gradient of the route.

The effect of the second embodiment will be described with reference to FIG. A case where the vehicle travels in a section where the gradient is switched from −5 [‰] to 40 [‰] will be described. As shown in FIG. 12, the notch is switched from 3 [N] to 6 [N] by the driver at the timing when the gradient is switched from -5 [‰] to 40 [‰] (time t ₁ second). In the known technique (dotted line), the engine speed increases according to the speed restriction of the engine speed according to the notch operation of the driver. Since only the generator output and the motor output can be obtained in accordance with the increase in the engine speed, the acceleration is slow and the vehicle speed is lowered by the gradient.

Subsequently, the operation of the second exemplary embodiment of the present invention will be described. At time t ₀ , the engine load prediction unit 35 predicts that the gradient at time t ₁ after a predetermined time is 40 [‰]. Next, the engine load prediction unit 35 predicts that the engine load increases as the notch is switched from 3 [N] to 6 [N] from FIG. 11. Next, the engine speed correction unit 34 compares the predicted engine load value with the fastest response of the engine output, determines that the engine output cannot increase the load, and increases the engine speed before the actual engine load increases. . As described above, the generator output and the motor output can be increased in accordance with the notch without being limited by the speed limitation of the engine speed. As a result, the train control system 2 of the second embodiment can improve the acceleration performance without deteriorating the exhaust performance of the engine as compared with the known example, and can shorten the journey time.

(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 train control system 2 in the third embodiment is a configuration in which the route database 5 in FIG. 1 is replaced with a target travel speed pattern database 18 that stores the travel pattern shown in FIG. The description of the same part is omitted.

FIG. 13 shows a block diagram in the third embodiment. The master controller 3 inputs to the train control device 6 that it is in the AT mode. The notch determination unit 36 plays a role of determining an ATO notch operation. As in the first embodiment, the notch determining unit 36 integrates the current vehicle speed to estimate the current vehicle position, and obtains the target speed from the target travel speed pattern data and the current vehicle position. Next, the notch determination unit 36 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. After the notch command in the block diagram in the third embodiment, the components other than the engine load prediction unit 35 are the same as those in the block diagram in the first embodiment, and a description thereof will be omitted.

The target travel speed pattern and the vehicle speed are input to the engine load prediction unit 35 in the third embodiment. The engine load prediction unit 35 first calculates the host vehicle position x ₁ [m] after a predetermined time Δt seconds by the same processing as S51 of the first embodiment. Next, a target speed after Δt seconds is estimated from the target travel speed pattern and the vehicle position after Δt seconds. A notch command after Δt seconds is predicted from the target speed after Δt seconds by the same processing as the notch determination unit 36. Subsequent processing is the same as that of the first embodiment, and thus description thereof is omitted. As described above, the engine load prediction unit 35 can predict a notch command following the target travel pattern in advance. Based on the predicted predicted engine load value, the engine speed correction unit 34 corrects the engine speed command before increasing the engine load as necessary, and increases the engine speed.

Since the effect in the third embodiment is the same as the effect of the first embodiment except that the notch is determined by ATO, detailed description is omitted. As described above, the train control system 2 according to the third embodiment can improve the acceleration performance without deteriorating the exhaust performance of the engine as compared with the known example, and can shorten the journey time.

(Fourth embodiment)
FIG. 15 is a configuration diagram of the train control system 2 according to the fourth embodiment of the present invention. Hereinafter, only parts different from the second embodiment will be described. The fourth embodiment is the same as the second embodiment except for the driver guidance device 19 for guiding the driver's notch operation and the target travel speed pattern database 18, and thus the description thereof is omitted. The driver guidance device 19 outputs notch guidance to the master controller 3 based on the target travel speed pattern and the vehicle speed.

A block diagram of the fourth embodiment will be described with reference to FIG. First, the driver guidance device 19 integrates the current vehicle speed to estimate the current position, and obtains the target speed from the target travel speed pattern data and the current vehicle position. Next, the driver guidance device 19 determines notch guidance from the target speed and the vehicle speed. The notch guidance determination method need not be limited to the above, and may be determined using, for example, route information such as a route speed limit and a gradient. Thus, the driver guidance device 19 determines notch guidance for the master controller 3 based on the target travel speed pattern and the vehicle speed. Since the master controller 3 and subsequent parts are the same as those in the first embodiment except for the engine load prediction unit 35, the description thereof is omitted.

The target travel speed pattern and the vehicle speed are input to the engine load prediction unit 35 in the fourth embodiment. The engine load prediction unit 35 first calculates the host vehicle position x ₁ [m] after a predetermined time Δt seconds by the same processing as S51 of the first embodiment. Next, a target speed after Δt seconds is estimated from the target travel speed pattern and the vehicle position after Δt seconds. A notch command after Δt seconds is predicted from the target speed after Δt seconds by the same processing as the driver guidance device 19. Subsequent processing is the same as that of the first embodiment, and thus description thereof is omitted. As described above, the engine load prediction unit 35 can predict the engine load. Based on the predicted value of the engine load, the engine speed correction unit 34 corrects the engine speed command before increasing the engine load as necessary to increase the engine speed.

Since the effect of the fourth embodiment is the same as the effect of the first embodiment except that the driver determines the notch based on the notch guidance, the detailed description is omitted. As described above, the train control system 2 of the fourth embodiment can improve the acceleration performance without deteriorating the exhaust performance of the engine as compared with the known example, and can shorten the journey time.

(Fifth embodiment)
FIG. 17 shows the configuration of the train control system 2 according to the fifth embodiment of the present invention. Only the differences from the first embodiment will be described below. The train control system 2 of the fifth embodiment is different from the first embodiment in that a brake chopper 20 and a brake resistor 21 are added to the DC unit, and the train control device 6 controls the brake chopper 20. The difference is that the control method of the converter 10 is changed.

A block diagram of the fifth embodiment will be described with reference to FIG. In the fifth embodiment, when the predicted value of the engine load is compared with the fastest response of the engine output, and it is determined that the engine output cannot follow the load fluctuation (in the engine preparation mode), the generator output is also generated simultaneously with the engine speed. increase. Since the voltage of the direct current section increases due to the generator output, the brake resistor 21 generates heat and the voltage of the direct current section is maintained. Hereinafter, the converter 10 control and the control of the brake chopper 20 which are the differences between the fifth embodiment and the first embodiment will be specifically described. The converter 10 output command calculation unit increases the converter output command when the engine output is compared with the fastest response between the engine load and the engine output based on the predicted engine load value and it is determined that the engine output cannot follow the load. Independent of the notch command, the engine speed (controlled by the engine speed correction unit 34) and the engine load (controlled by the converter output command calculation unit 37) can be freely set. It is desirable that the engine speed be determined in consideration of the optimum. The DC voltage control unit 38 performs constant voltage control based on the voltage command of the DC unit so that the voltage of the DC unit is not increased by the generator output during the engine preparation mode. The brake chopper 20 is driven by the constant voltage control, and the electric power in the resistor is consumed. In the fifth embodiment, the same control as that in the first embodiment is performed except in the engine preparation mode.

The effect of this application in 5th Embodiment is demonstrated using FIG. The train control device 6 performs the same control as in the first embodiment until time t ₀ . At time t ₀ , the predicted value of the engine load is compared with the fastest response of the engine output, and it is determined that the engine output cannot follow the load. Then, by the control shown in FIG. 18, the engine speed and the generator output are increased before the actual output of the electric motor 14 is increased. At time t _1, the train control device 6 is an electric motor output increases to match the notch command. The train control device 6 performs constant voltage control on the DC voltage unit. Accordingly, as shown in FIG. 19, as the output of the motor increases, the surplus power in the direct current section decreases, so the power consumption of the brake resistor 21 decreases. Finally, all of the generated power at time t ₂ becomes an electric motor 14 output. Time t ₂ later, the train control device 6 performs the same control as in Example 1.

As described above, the train control system 2 of the fifth embodiment can improve the acceleration performance without deteriorating the exhaust performance of the engine as compared with the known example, and can shorten the journey time. In the fifth embodiment, since the engine speed and the engine load can be freely set independently of the notch command, the engine can be controlled to optimize engine exhaust and fuel consumption.

Although the detailed description is omitted, the methods for simultaneously increasing the engine speed and the generator output during the engine preparation mode shown in FIGS. 17 and 18 are the second embodiment, the third embodiment, and the fourth embodiment. It can also be used in combination with the embodiment.

(Sixth embodiment)
Next, the sixth embodiment will be described focusing on the parts that are different from the first embodiment. The structure of the train control system 2 in 6th Embodiment is demonstrated using FIG. The predicted value of the engine load calculated by the train control device 6 is input to the driver guidance device 19. The driver guidance device 19 determines notch guidance based on the predicted value of the engine load and inputs it to the master controller 3. Since other than the above is the same as the first embodiment, the description thereof is omitted.

Subsequently, FIG. 21 shows a block diagram in the sixth embodiment. The engine load predicting unit 35 predicts an increase in engine load by the same method as in the first embodiment. The train control device 6 inputs the predicted value of the engine load to the driver guidance device 19. When the driver guidance device 19 compares the predicted value of the engine load and the fastest response of the engine output and determines that the engine output cannot follow the load, the predicted value of the engine load becomes equal to or less than the fastest response of the engine output. To determine the notch guidance to the driver. Since the other changes are the same as those in the first embodiment, description thereof is omitted.

The effect of the train control system of 6th Embodiment is demonstrated using FIG. This is a section where the speed limit is switched to 140 [km / h], 80 [km / h], and 180 [km / h]. As shown in FIG. 22, in the known example, the coasting speed is switched to 7 [N] at the timing (time t ₁ second) when the speed limit is switched from 80 [km / h] to 180 [km / h]. In the known technology, the engine speed is increased by the speed limitation of the engine speed according to the notch operation of the driver, and the generator output and the motor output can be taken as the engine speed increases. As a result, the vehicle speed rises slowly.

Next, the operation of the sixth embodiment of the present invention will be described with reference to FIG. At time t ₀ , the engine load prediction unit 35 predicts that the engine load increases rapidly at time t ₁ after a predetermined time. The driver guidance device 19 compares the predicted value of the engine load with the fastest response of the engine output, determines that the engine output cannot follow the load, and coasts → 3 [N] → 7 so that the engine output can follow the load. [N] and the notch guidance are determined so as to divide the notch into pieces. By cutting the notch as coasting → 3 [N] → 7 [N], the generator output and motor output can be increased according to the notch without being limited by the speed limitation of the engine speed. . That is, the train control system 2 of the sixth embodiment can select an appropriate notch in consideration of engine responsiveness, and shortens the journey time without deteriorating the exhaust performance of the engine as compared with the known example. it can. In addition, in trains that run on electrified sections with power from overhead lines and non-electrified sections with the power generated by diesel engine 8, acceleration performance differs between electrified sections and non-electrified sections. It ’s difficult. Therefore, the sixth embodiment in which appropriate notch guidance is performed in consideration of engine responsiveness is particularly effective.

As described above, according to the present invention, based on the prediction of the increase in the output of the electric motor, prior to the increase in the output of the electric motor, the engine speed can be increased, or the engine output can follow the increase in load. By guiding the subdivided notch to the driver, the exhaust performance of the engine and the acceleration performance of the vehicle can be made compatible, and the environmental performance can be greatly improved.
From this point of view, the first to sixth 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.

DESCRIPTION OF SYMBOLS 1 Diesel electric locomotive 2 Train control system 3 Master controller 4 Speed detection device 5 Route database 6 Train control device 7 Engine control device 8 Diesel engine 9 Generator 10 Converter 11 Converter control device 12 Inverter 13 Inverter control device 14 Electric motor 15 Operation mode Switching device 16 Operation mode display device 17 Wheel 18 Target travel speed pattern database 19 Driver guidance device 20 Brake chopper 21 Brake resistor 31 Inverter output command calculation unit 32 Engine output command calculation unit 33 Engine rotation speed command calculation unit 34 Engine rotation speed Correction unit 35 Engine load prediction unit 36 Notch determination unit 37 Converter output command calculation unit 38 DC voltage control unit

Claims

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 vehicle control system comprising:
An engine load prediction unit for predicting the output of the electric motor in the future;
When the engine load prediction unit predicts a future increase in the output of the electric motor, the engine rotation number correction increases the engine rotation number before the increase in the output of the electric motor predicted by the engine load prediction unit occurs. And a vehicle control system.
The vehicle control system according to claim 1,
Comprising position detecting means for detecting the traveling position of the vehicle;
The engine load predicting unit outputs the output of the electric motor at a point ahead of the traveling direction of the vehicle based on at least one of speed limit information associated with the position information, route gradient information, and target travel speed pattern. A vehicle control system characterized by predicting.
The vehicle control system according to claim 1,
Comprising position detecting means for detecting the traveling position of the vehicle;
The engine load prediction unit predicts an increase in output of the electric motor when a predetermined speed limit of the vehicle at a point ahead in the traveling direction of the vehicle is larger than the speed of the vehicle. Control system.
The vehicle control system according to claim 1,
Comprising position detecting means for detecting the traveling position of the vehicle;
The engine load predicting unit predicts an increase in the output of the electric motor when an ascending slope of a route at a point ahead of the traveling direction of the vehicle is larger than a current position.
The vehicle control system according to claim 1,
Comprising position detecting means for detecting the traveling position of the vehicle;
A notch determination unit that controls a traveling speed following a target speed corresponding to the traveling position of the vehicle;
The engine load prediction unit predicts a notch determined by the notch determination unit at a point ahead of the traveling direction of the vehicle, and predicts an increase in output of the electric motor based on a predicted value of the notch. Control system.
The vehicle control system according to claim 1,
The engine speed correction unit compares the output value of the motor calculated from the fastest response of the engine output with the predicted value of the output of the motor,
When the predicted value of the output increase of the motor is larger than the output value of the motor calculated from the fastest response of the engine output,
The vehicle control system characterized in that the engine speed is increased before the predicted output increase of the electric motor occurs.
The vehicle control system according to claim 1,
A brake resistor connected to a DC power portion between the converter and the inverter;
A brake chopper for adjusting the current to the brake resistor;
When the engine load prediction unit predicts a future increase in the output of the motor, a converter output command correction unit that increases the output of the generator before the increase in the output of the motor predicted by the engine load prediction unit occurs. When,
A DC voltage control unit that controls the brake chopper so that excess power that is output from the generator and is not used for output of the motor is consumed by the brake resistor;
A vehicle control system comprising:
The vehicle control system according to claim 1,
A vehicle control system comprising: a driver guidance device for guiding a notch to a driver of the vehicle based on a predicted value of an increase in output of the electric motor.
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, In a vehicle control system comprising:
An engine load prediction unit for predicting a future output increase of the electric motor;
Based on the predicted increase in the output of the electric motor, the notch that is subdivided so that the engine output can follow the increase in load before the predicted increase in the output of the electric motor occurs. A vehicle control system comprising a driver guidance device for guidance.
A vehicle control system according to any one of claims 1 to 8,
When increasing the engine speed before the output increase of the electric motor predicted by the engine load prediction unit occurs,
A vehicle control system comprising: an operation mode display device that notifies the driver that the engine speed is to be increased.
A vehicle control system according to any one of claims 1 to 8,
An operation mode for increasing the engine speed before the output increase of the electric motor predicted by the engine load prediction unit occurs;
A vehicle control system comprising a switching device for switching between an operation mode for controlling an engine speed in accordance with a 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, A vehicle drive control method comprising:
Predicting a future output increase of the motor;
And a step of increasing the engine speed before a predicted increase in the output of the electric motor occurs.
The vehicle drive control method according to claim 12,
Detecting the travel position of the vehicle,
The future increase in the output of the electric motor is predicted based on at least one of speed limit information associated with position information, route gradient information, and a target travel speed pattern. Control method.
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, On a train with
An engine speed command calculating unit for calculating an engine speed command for controlling the engine speed;
An engine load prediction unit that predicts a future output value of the electric motor using vehicle travel position information;
When the engine load prediction unit predicts a future increase in the output of the electric motor, the engine speed increases the value of the engine speed command before the increase in the output of the electric motor predicted by the engine load prediction unit occurs. A train control device comprising: a number correction unit.
The train control device according to claim 14,
The engine load prediction unit is configured to determine the traveling direction of the vehicle based on speed limit information associated with the position information, route gradient information, at least one of the target traveling speed pattern, and the traveling position information of the vehicle. A train control apparatus for predicting an output of the electric motor at a point ahead.