WO2012023400A1 - Système de commande de véhicule, procédé de commande d'entraînement pour véhicule et dispositif de commande de train - Google Patents

Système de commande de véhicule, procédé de commande d'entraînement pour véhicule et dispositif de commande de train Download PDF

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Publication number
WO2012023400A1
WO2012023400A1 PCT/JP2011/067221 JP2011067221W WO2012023400A1 WO 2012023400 A1 WO2012023400 A1 WO 2012023400A1 JP 2011067221 W JP2011067221 W JP 2011067221W WO 2012023400 A1 WO2012023400 A1 WO 2012023400A1
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Prior art keywords
engine
output
vehicle
speed
electric motor
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PCT/JP2011/067221
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English (en)
Japanese (ja)
Inventor
俊晴 菅原
努 宮内
基也 鈴木
健志 篠宮
基巳 嶋田
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株式会社日立製作所
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Priority to GB1302746.1A priority Critical patent/GB2495886B/en
Publication of WO2012023400A1 publication Critical patent/WO2012023400A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/46—Series type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/12—Recording operating variables ; Monitoring of operating variables
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/13—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines using AC generators and AC motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0097—Predicting future conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/06—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving electric generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/44—Control modes by parameter estimation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/10—Emission reduction
    • B60L2270/12—Emission reduction of exhaust
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • 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.
  • Patent Document 1 As a conventional technique, there is a control technique shown in Patent Document 1 as a method for accelerating a diesel electric locomotive.
  • 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.
  • 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.
  • 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.
  • 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.
  • the block diagram in 1st Embodiment. An inverter output command calculation method according to 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 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 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 structure of the train control system in 6th Embodiment. The block diagram in 6th 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.
  • each device constituting the train control system 2 is distributed and arranged in a plurality of vehicles. May be.
  • 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.
  • the speed detection apparatus 4 calculates
  • the method of obtaining the speed is not limited to this, and any method capable of speeding the vehicle can be replaced.
  • 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.
  • 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.
  • 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.
  • a three-phase AC motor 14 (induction motor 14 or synchronous motor 14) is generally used.
  • 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.
  • the operation mode display apparatus 16 can show an engine control mode to a driver
  • 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.
  • 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.
  • 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.
  • the inverter output rises quickly, and the driver's desired acceleration performance can be obtained.
  • 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.
  • 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.
  • the DC section voltage command is input to the converter control device 11.
  • the voltage of the DC part is controlled to be kept constant.
  • 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.
  • 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 ⁇ t seconds from the equation (1) in S51.
  • x 0 [m] is the current vehicle position
  • ⁇ [m / s] is the vehicle speed.
  • 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.
  • the speed limit after ⁇ t seconds is obtained from the speed limit data shown in FIG. 4 and the vehicle position after ⁇ t seconds.
  • the deviation between the speed limit after ⁇ t seconds and the vehicle speed is calculated.
  • a notch after ⁇ t 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.
  • 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.
  • the engine speed 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. .
  • 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.
  • 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.
  • 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].
  • 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].
  • 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.
  • 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.
  • 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.
  • an engine preparation mode a mode in which the engine speed is increased before the engine load is increased.
  • 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.
  • 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.
  • 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.
  • the present invention increases the engine speed independently of the driver's notch operation.
  • 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.
  • 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.
  • 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.
  • the upward gradient is positive.
  • the format of the gradient data need not be limited to this.
  • the engine load prediction unit 35 will be described with reference to FIG.
  • the vehicle position x 1 [m] after a predetermined ⁇ t seconds is calculated by the same process as in S51 of the first embodiment.
  • the gradient after ⁇ t seconds is estimated from the gradient data and the vehicle position after ⁇ t seconds.
  • a notch after ⁇ t seconds is predicted from the map shown in FIG.
  • 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).
  • 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.
  • the engine load prediction unit 35 predicts that the gradient at time t 1 after a predetermined time is 40 [ ⁇ ].
  • 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.
  • 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. .
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 ⁇ t seconds by the same processing as S51 of the first embodiment. Next, a target speed after ⁇ t seconds is estimated from the target travel speed pattern and the vehicle position after ⁇ t seconds. A notch command after ⁇ t seconds is predicted from the target speed after ⁇ t 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.
  • 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.
  • FIG. 15 is a configuration diagram of the train control system 2 according to the fourth embodiment of the present invention.
  • 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.
  • 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.
  • 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.
  • 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 ⁇ t seconds by the same processing as S51 of the first embodiment. Next, a target speed after ⁇ t seconds is estimated from the target travel speed pattern and the vehicle position after ⁇ t seconds. A notch command after ⁇ t seconds is predicted from the target speed after ⁇ t 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the same control as that in the first embodiment is performed except in the engine preparation mode.
  • the train control device 6 performs the same control as in the first embodiment until 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.
  • the engine speed and the generator output are increased before the actual output of the electric motor 14 is increased.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the notch guidance to the driver Since the other changes are the same as those in the first embodiment, description thereof is omitted.
  • FIG. 22 is a section where the speed limit is switched to 140 [km / h], 80 [km / h], and 180 [km / h].
  • 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].
  • 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.
  • 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. .
  • 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.
  • 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.
  • the engine speed can be increased, or the engine output can follow the increase in load.
  • 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.
  • 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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Power Engineering (AREA)
  • Sustainable Development (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Energy (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Human Computer Interaction (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
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Abstract

L'invention vise à obtenir à la fois la performance d'émission d'un moteur thermique et la performance d'accélération de véhicule dans une locomotive diesel électrique. A cet effet, le système de commande pour véhicule selon la présente invention est un système de commande de véhicule qui est équipé d'un moteur thermique, d'une génératrice électrique, d'un convertisseur, d'un onduleur et d'un moteur électrique. Il comprend une unité de prédiction de charge de moteur thermique, destinée à prédire l'accroissement de la sortie du moteur électrique sur la base d'une ou de plusieurs données d'itinéraire, de la vitesse du véhicule et d'un motif de vitesse de déplacement, et une unité de correction de vitesse de moteur thermique, destinée à accroître la vitesse du moteur thermique avant l'accroissement de la sortie du moteur électrique, sur la base de la valeur prédite de l'accroissement de la sortie du moteur électrique.
PCT/JP2011/067221 2010-08-20 2011-07-28 Système de commande de véhicule, procédé de commande d'entraînement pour véhicule et dispositif de commande de train WO2012023400A1 (fr)

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JP2010184548A JP5521890B2 (ja) 2010-08-20 2010-08-20 車両制御システム及び車両の駆動制御方法，列車制御装置
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CN112751516A (zh) * 2020-11-03 2021-05-04 宁波央腾汽车电子有限公司 一种基于细分预测的电机转速控制方法及装置

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