WO2012161262A1

WO2012161262A1 - Control device for moving body and control method

Info

Publication number: WO2012161262A1
Application number: PCT/JP2012/063346
Authority: WO
Inventors: 小田　篤史; 佐藤　裕; 努宮内
Original assignee: 株式会社日立製作所
Priority date: 2011-05-26
Filing date: 2012-05-24
Publication date: 2012-11-29
Also published as: JPWO2012161262A1; JP5937584B2

Abstract

While the in-vehicle temperature of a moving body is maintained in the vicinity of a target temperature, the power regenerated in the moving body is efficiently dissipated and the efficiency of regeneration is greatly increased, by maximising the air conditioning load that is recovered by the regenerated power. A control device of a moving body comprising an energy conversion device that converts kinetic energy to electrical energy is provided with: an air conditioning device that controls the interior temperature of the moving body; and braking commencement position ascertaining means that ascertains the braking commencement position of the moving body. Control is performed such that, at a location in advance of the braking commencement position, the load of the air conditioning device is set to zero beforehand, and, at the position of commencement of braking, if the air conditioning device is in heating mode, the vehicle interior temperature is set to the lowest permitted temperature, or, if the air conditioning device is in cooling mode, the vehicle interior temperature is set to the maximum permitted temperature. In this way, in the period from commencement of braking until termination of braking, the electrical energy that is recovered by the energy conversion device is dissipated to the maximum by the air conditioning device.

Description

Control device and control method for moving body

The present invention relates to a control device for a moving body that includes an energy conversion device that converts kinetic energy into electric energy, such as a railway vehicle, and has a brake that uses regenerative energy during braking.

In a moving body driven by an electric motor as a power source, for example, in a railway vehicle, the cylinder is operated using the pressure of compressed air, and the friction force generated by pressing the brake against the brake disc or the wheel tread is used. In addition to the air brake, a regenerative brake that converts kinetic energy during braking of railway vehicles into electrical energy is provided for the purpose of saving energy and reducing maintenance costs. The regenerative brake generates braking force by using a driving motor as a generator during braking, and uses the generated power for acceleration of nearby railway vehicles through overhead lines. It is related to energy saving and air braking. From the viewpoint of saving maintenance, it is preferable that the braking force of the moving body is borne by the regenerative brake as much as possible among these two brakes.

However, the regenerative brake cannot exhibit the braking force unless there is a regenerative load that consumes the generated regenerative power. In particular, in the case of a railway vehicle, the railway vehicle in the neighboring acceleration state becomes a load that consumes regenerative energy, so if the acceleration timing of the neighboring railway vehicle and the brake timing of the own vehicle are not synchronized, the regenerative power Nowhere to go.
If the regeneration is continued as it is, the overhead wire voltage rises, and there is a risk of damaging the drive unit and the substation equipment. Therefore, the control for reducing the regenerative braking force is performed. As a result, the air brake cannot compensate for the inability to exhibit the regenerative braking force, leading to a decrease in regenerative efficiency. In addition, the regenerative power is also collected by the secondary battery mounted on the railway vehicle, but the system is complicated and expensive, including charge / discharge control, and the charging characteristics of the secondary battery, From the viewpoint of preventing deterioration, there is a limit to the responsiveness when recovering regenerative power.

The following Patent Document 1 describes a technology that uses the air conditioning of the own vehicle as a regenerative load in order to reduce the influence of the acceleration state of a nearby railway vehicle on the regeneration efficiency.
In this known technique, the overhead line voltage is measured, and when the overhead line voltage rises, it is judged that the regenerative load is insufficient, the air conditioning load of the own vehicle is increased, and the regenerative power is consumed by the air conditioning. It is improving.

JP 2009-225630 A

However, when load power consumption such as an air conditioning load is increased based on the measurement result of only the overhead line voltage, there is a problem that each load output increases from the control target value. For example, in the case of an air conditioning load, the temperature inside the vehicle changes according to the amount of regenerative electric power, so that there is a problem that the original function of air conditioning of controlling the vehicle interior temperature to a target value cannot be performed.

The present invention has been made in view of such problems, and increases the regenerative power consumed by the load mounted on the vehicle while maintaining the state quantity of the control target of the load mounted on the moving body within an allowable range. The purpose is to improve the regeneration efficiency.
In addition, when an air conditioning load is used as the load, the mobile body itself efficiently generates the regenerative power by maximizing the air conditioning load recovered by the regenerative power while maintaining the vehicle interior temperature near the target temperature. It is intended to consume and improve the regeneration efficiency.

In order to achieve this object, the present invention includes, for example, a device control device that adjusts the load of a device mounted on the moving body, and the device control device loads the device load during a predetermined period before the brake operation of the moving body. And a means for operating the device with a load larger than a predetermined period and consuming regenerative power during the braking operation of the moving body.
Or in the case of a railway vehicle, even if the air conditioning is turned off before the brake start point, the point where the vehicle interior temperature is within the allowable temperature range is calculated at the brake start point, and the air conditioning is performed when the rail vehicle reaches this point. Turn off (zero air conditioner load).
When the railway vehicle reaches the brake start point, the air conditioning load is turned on to maximize the air conditioning load that is a regenerative load while controlling the vehicle interior temperature in the vicinity of the target value.
More specifically, the following technical means were taken in the control device of the present invention. That is,
(1) In a control device for a moving body provided with an energy conversion device that converts kinetic energy into electric energy, an air conditioner that controls a room temperature of the moving body, and a brake start position for grasping a brake start position of the moving body Grasping means, and at a point before the brake start position, the load of the air conditioner is set to zero in advance, and the electric energy regenerated by the energy conversion device in the period from the brake start position to the brake end is The air conditioner was used for consumption.

(2) In the control device of (1), at a point where the load of the air conditioner is previously zero, when the load of the air conditioner is previously zero, the room temperature is the lowest allowable temperature during heating at the brake start position. In addition, there is provided means for calculating a point where the load of the air conditioner is previously zero so that the room temperature becomes the maximum allowable temperature during cooling.

(3) In the control device according to (1) or (2), a first allowable temperature deviation having a large deviation between the allowable minimum temperature and the allowable maximum temperature of the indoor by the air conditioner, and between the two A second allowable temperature deviation with a small deviation is set, the room temperature is controlled within the second allowable temperature deviation until a point where the load of the air conditioner is preliminarily reached, and the load of the air conditioner is preliminarily zero. The room temperature is controlled within the first allowable temperature deviation in the period from the point to the end of the brake.

According to the present invention, it is possible to improve the regeneration efficiency while maintaining the in-vehicle temperature within the allowable temperature range.
In addition, since the regenerative brake is operated to the maximum extent and the possibility of regenerative expiration is reduced, the frequency of switching between the regenerative brake and the air brake is reduced, which contributes to an improvement in riding comfort.

1 is a system configuration diagram of Embodiment 1. FIG. In Example 1, the flowchart of the process performed within a vehicle control apparatus. In Example 1, it is explanatory drawing for performing the determination of the point which should make the load of an air conditioner zero beforehand before the brake start position. FIG. 3 is a comparison diagram of the behavior of the in-vehicle temperature according to the first embodiment and a known technique. The system block diagram of Example 2. FIG. In Example 2, the flowchart of the process performed within a vehicle control apparatus. In Example 2, the flowchart of the process performed within an air-conditioning control apparatus. FIG. 6 is a system configuration diagram of Embodiment 3. In Example 3, it is a flowchart of the process performed within a vehicle control apparatus. FIG. 10 is a system configuration diagram of Embodiment 4. In Example 4, it is a flowchart of the process performed within a vehicle control apparatus. In Example 4, the flowchart of the process performed in an air-conditioning control apparatus. The figure which shows the behavior of the vehicle interior temperature and air-conditioning load by Example 4. FIG.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

[Example 1]
First, an example of the circuit configuration of the moving body in the present invention will be described. In the present embodiment, an AC motor that drives a railway vehicle, an inverter device that supplies AC power to the AC motor, and a power source that is connected to the inverter device and supplies power to a load such as an air conditioner or a lighting device. An auxiliary power supply is provided.
An example of the system configuration of this embodiment will be described with reference to FIG.
In this embodiment, the mounted air conditioner (102) can continuously adjust the air conditioning load, and the vehicle controller (101) holds the vehicle temperature monitoring and the air conditioning load determination. Will be described.
That is, in this embodiment, the air conditioner (102) has only the cooling and heating functions, and the timing of turning on and off the cooling and heating and the determination of the load amount are not performed by the air conditioner (102) itself. This is performed by a command from the control device (101).
A vehicle control device (101) that manages functions related to the operation of the railway vehicle obtains in-vehicle temperature information (151) from a temperature sensor (103) installed in the passenger car.

This temperature sensor (103) measures the temperature in the passenger compartment using, for example, a thermocouple, but various temperature sensors can be used as long as the temperature inside the vehicle can be measured.
Next, the vehicle control device (101) acquires the current position information (152) from the current position estimating means (104). The current position estimating means (104) estimates the current position based on, for example, vehicle speed information (153) from a TG (speed generator) (105). The vehicle speed information (153) may be obtained from other than the TG (speed generator) (105). For example, measurement by image recognition using a camera, measurement using GPS, measurement using a Doppler sensor, optical sensor, etc. May be used.
The current position in the current position estimation means (104) may be estimated by using information other than the vehicle speed information (153) as long as the current position can be estimated. For example, the vehicle speed information (153) is a position from the ground unit. A correction method based on information, a method based on image recognition using a camera, a method using GPS, a method using only a ground unit, and the like can be employed.

Next, the vehicle control device (101) acquires the brake start point information (154) from the travel pattern database (106) storing the brake start point of the railway vehicle. The brake start point information (154) may be obtained from other than the travel pattern database (106). For example, there is a method of transmitting the brake start point information (154) to the railway vehicle using wireless communication from the ground.

Next, brake notch information (155) indicating the state of the brake is acquired from the master controller (107). The brake notch information (155) may be obtained from other than the master controller (107), and can be obtained from, for example, a security device or an ATO device. The information indicating that the vehicle is in the brake state may be information other than the brake notch information (155). For example, a brake force command value may be used.

The vehicle control device (101) determines the air conditioning load information (156) from the in-vehicle temperature information (151), the current position information (152), the brake start point information (154), and the brake notch information (155), and the air conditioning load information (156) is transmitted to the air conditioner (102).
A processing flow performed in the vehicle control apparatus (101) in the first embodiment is shown in FIG. Steps 201 to 210 in FIG. 2 ensure improvement in regeneration efficiency and maintenance of the interior temperature in the vicinity of the target value.

Step 201: Obtain the current position information (152) from the current position estimating means (104), and proceed to Step 202.

Step 202: The brake start point information (154) is acquired from the travel pattern database (106), and the process proceeds to Step 203.

Step 203: It is determined from the current position information (152) and the brake start point information (154) whether or not the air conditioning load should be zero. If the air conditioning load is not about a kilometer, the process proceeds to step 208.

Step 204: Acquire brake notch information (155) from the master controller (107), and proceed to Step 205.

Step 205: It is determined whether or not the brake notch information (155) indicates that the brake is being applied. If the brake is being applied, the process proceeds to Step 208. If not, the routine proceeds to step 206.

Step 206: Air conditioning load information (156) is set to zero. The air conditioning ON / OFF timing is controlled depending on whether the air conditioning load information (156) is 0 or a value other than 0, and the process proceeds to step 207.

Step 207: The air conditioning load information (156) determined in step 206 is transmitted to the air conditioner (102).

Step 208: The in-vehicle temperature information (151) is acquired from the temperature sensor (103), and the process proceeds to Step 209.

Step 209: Air conditioning load information (156) is determined from the in-vehicle temperature information (151), and the process proceeds to step 210. The air conditioning load information (156) may be determined using information other than the in-vehicle temperature information (151), for example, in-vehicle humidity, outside air temperature, boarding rate, and the like. In this embodiment, it is only necessary that the in-vehicle temperature can be controlled in the vicinity of the target value, and the air-conditioning load amount determining means necessary for controlling the in-vehicle temperature in the vicinity of the target value is not specified.

Step 210: The air conditioning load information (156) determined in step 209 is transmitted to the air conditioner (102).

In the first embodiment, a method for determining a point where the air conditioning load should be zero based on the brake start point information (154) will be described with reference to FIG.
Now, the case where the target value of the vehicle interior temperature is higher than the outside air temperature, that is, the heating control will be described.
In general, it is difficult to cause the vehicle interior temperature to accurately follow the target value, and an upper limit value and a lower limit value are set for the target value within a range in which passengers do not feel uncomfortable, and a certain deviation is allowed. Here, if the value obtained by adding the allowable deviation to the target value is defined as the allowable maximum temperature (301), and the value obtained by subtracting the allowable deviation from the target value is defined as the allowable minimum temperature (302), the behavior of the in-vehicle temperature is the allowable maximum temperature. It is controlled between (301) and the allowable minimum temperature (302).

First, the brake start kilometer distance (303) is grasped from the brake start point information (154), and then the current kilometer distance is grasped from the current position information (152).
When it is assumed that the current kilometer distance is the kilometer distance (304) before the brake start kilometer distance (303), and the behavior of the in-vehicle temperature is a dotted line (305) when the air conditioning load is zero (air conditioning OFF). Then, the kilometer (306) where the in-vehicle temperature is equal to or lower than the allowable minimum temperature (302) is calculated.
When the calculated kilometer (306) is before the brake start kilometer (303), assuming that the air conditioning load is zero in the kilometer (304), the vehicle interior temperature is the allowable minimum temperature in the brake start kilometer (303). (302). As described above, when the air-conditioning load is set to zero and the vehicle interior temperature is expected to be lower than the allowable minimum temperature (302), it is determined that the air-conditioning load is not about zero kilometer.

Next, assuming that the current kilometer is kilometer (307) and the behavior of the interior temperature when the air conditioning load is zero (air conditioning OFF) is a dotted line (308), the interior temperature is the allowable minimum temperature ( 302) A kilometer (309) that is equal to or smaller than that is calculated. If the kilometer (309) calculated from the brake start kilometer (303) is the kilometer advanced in the traveling direction of the railway vehicle, even if the air conditioning load is zero in the kilometer (307), the brake start kilometer ( In 303), the vehicle interior temperature does not fall below the allowable minimum temperature (302). In this way, when the air-conditioning load is zero, if it is expected that the vehicle interior temperature will not fall below the allowable minimum temperature (302), it is determined that the air-conditioning load should be about zero kilometers.

Here, a model representing the behavior of the in-vehicle temperature when the air conditioning load is zero, which is indicated by the dotted line (305) and the dotted line (308), is created from a result of a simulation or an actual machine test, or a period when the air conditioning load is zero. It can be created from the behavior of the temperature inside the vehicle.
If the behavior of the interior temperature changes depending on the boarding rate, improve the accuracy of the model by holding multiple models according to the boarding rate or correcting the basic model according to the boarding rate. Is preferred.

In addition, the determination of the kilometer about which the air conditioning load should be zero may be other than a method using a model. For example, there are a method of specifying by a distance and a method of specifying by a time. These specified values may be changed by a crew member or a staff member on the ground using communication between the ground and the railway vehicle.
When the target value of the vehicle interior temperature is lower than the outside air temperature, that is, during cooling, the vehicle interior temperature does not exceed the allowable maximum temperature (302) in the brake start kilometer (303) when the air conditioning load is zero. Therefore, it may be determined that the kilometer is expected to be a kilometer where the air conditioning load should be zero, and if it is greater than the kilometer, the air conditioning load should be zero.

FIG. 4 shows a comparison between the in-vehicle temperature and the behavior of the air-conditioning load when Example 1 is implemented and the known technique as disclosed in Patent Document 1 is performed, taking heating as an example.
According to this embodiment, the in-vehicle temperature (405) decreases to the vicinity of the allowable minimum temperature (402) immediately before the brake start point (403). Then, the regenerative power is used together with the start of the brake to control the air conditioning so that the allowable maximum temperature (401) is not exceeded. The behavior of the in-vehicle temperature (405) during the brake period (404) rises from the brake start point (403), and is controlled so as not to exceed the allowable maximum temperature (401), so that the regenerative power can be utilized to the maximum extent possible. It becomes possible.

On the other hand, in the case of the known technique, the vehicle interior temperature (406) is controlled to the vicinity of the target value until the brake is started, and rises by operating the air conditioning using the regenerative electric power when the brake is started. Assuming that the control is performed so as not to exceed the maximum allowable temperature (401), the range from the vehicle interior temperature (406) at the start of braking to the maximum allowable temperature (401) is the regenerative electric power that can be recovered by the air conditioning load. It will be what was done.
For example, when the in-vehicle temperature (406) is at the allowable maximum temperature (401) at the brake start point (403), if the regenerative power is consumed by the air conditioning load, the in-vehicle temperature (406) is equal to or higher than the allowable maximum temperature (401). Inevitably, the in-vehicle temperature (406) rises to a temperature at which the passenger feels uncomfortable, making it impossible to consume the regenerative power with the air conditioning load.

Thus, in the case of the prior art, since the consumption of regenerative power by the air conditioning load (407) is limited from the vehicle interior temperature (406) at the start of braking to the allowable maximum temperature (401), this embodiment The amount of regenerative power that can be consumed by air conditioning is reduced by the shaded area (408), and if there is no load that consumes regenerative power other than air conditioning, the regenerative efficiency due to regenerative invalidation or regenerative braking force can be reduced. Decrease will occur.

In the first embodiment described above, the embodiment in which the air conditioning load is made zero before the start of braking in step 206 in FIG. 2 has been described. However, at least the air conditioning load only needs to be reduced, and the air conditioning load need not necessarily be zero. . In this way, the air conditioning load immediately before the start of braking may be set to a value lower than usual such as when stopping at a station or during power running. In addition, when the air conditioning load immediately before the start of braking is set to a value larger than zero, the utilization rate of regenerative power is reduced as compared with the embodiment in which the air conditioning load is zero, but the fluctuation speed of the in-vehicle temperature is reduced. There is an effect that the fluctuation range of the temperature can be reduced.

[Example 2]
FIG. 5 shows the system configuration of the second embodiment. The air conditioning control device (502) receives an air conditioning ON command from the vehicle control device (501) and can continuously adjust the air conditioning load. The air conditioning control device (502) holds monitoring and air conditioning load determination.
A vehicle control device (501) for managing functions related to the operation of the railway vehicle acquires in-vehicle temperature information (551) from a temperature sensor (503) installed in the railway vehicle cabin, and then present position estimation means Current position information (552) is acquired from (504). The temperature sensor (503) and the current position estimating means (504) are the same as the temperature sensor (103) and the current position estimating means (104) of the first embodiment.

Next, the vehicle control device (501) obtains the brake start point information (554) from the travel pattern database (506) storing the brake start point of the railway vehicle, and then brakes from the master controller (507). Brake notch information (555) indicating the state of is acquired.
The brake start point information (554) may be obtained by the same means as the brake start point information (154) of the first embodiment. In addition to the brake notch information, for example, the brake force command value is used as information indicating the brake state. May be used.

The vehicle control device (501) determines the air conditioning ON command (556) from the in-vehicle temperature information (551), the current position information (552), the brake start point information (554), and the brake notch information (555), and the air conditioning ON command (556) is transmitted to the air conditioning control device (502).
The air conditioning control device (502) controls air conditioning based on the in-vehicle temperature information (551) from the temperature sensor (503) and the air conditioning ON command (556) from the vehicle control device (501).

FIG. 6 shows a flow of processing in the vehicle control device (501) in the second embodiment. Steps 601 to 608 in FIG. 6 ensure improvement in regeneration efficiency and maintenance of the vehicle interior temperature in the vicinity of the target value.

Step 601: The current position information (552) is acquired from the current position estimating means (504), and the process proceeds to Step 602.

Step 602: Brake start point information (554) is acquired from the travel pattern database (506), and the process proceeds to Step 603.

Step 603: Acquire in-vehicle temperature information (551) from the temperature sensor (503), and proceed to Step 604.

Step 604: From the current position information (552) and the brake start point information (554), it is determined whether or not the air conditioning load should be zero by the same processing as in the first embodiment, and the air conditioning load is zero. If it is about a kilometer to be set, the process proceeds to step 605. If it is not about a kilometer where the air conditioning load is to be zero, the process proceeds to step 606.

Step 605:
Brake notch information (555) is acquired from the master controller (507). Proceed to step 607.

Step 606:
An air conditioning ON command (556) is transmitted to the air conditioning controller (502).

Step 607:
It is determined whether or not the brake notch information (555) indicates that the brake is being applied. If the brake is being applied, the process proceeds to step 608. If the brake is not being applied, the process is terminated.

Step 608:
An air conditioning ON command (556) is transmitted to the air conditioning controller (502).

Next, FIG. 7 shows a processing flow in the air conditioning control device (502) in the second embodiment.

Step 701: In-vehicle temperature information (551) is acquired from the temperature sensor (503), and the process proceeds to Step 702.

Step 702: The air conditioning load is determined from the in-vehicle temperature information (551), and the process proceeds to Step 703. The air conditioning load may be determined using information other than the vehicle interior temperature information (551), such as vehicle interior humidity, outside air temperature, and boarding rate. In short, it is only necessary that the in-vehicle temperature can be controlled in the vicinity of the target value, and the air-conditioning load amount determining means necessary for controlling the in-vehicle temperature in the vicinity of the target value is not specified.

Step 703: Confirm reception of the air-conditioning ON command (556) from the vehicle control device (501), and proceed to Step 704.

Step 704: It is determined whether or not the air conditioning ON command (556) commands air conditioning ON. If the air conditioning ON is commanded, the process proceeds to step 706, and if the air conditioning ON is not commanded, the process proceeds to step 705.

Step 705: Air conditioning load is set to zero.

Step 706:
The air conditioner is controlled based on the air conditioning load determined in step 702, and the ON / OFF timing of the air conditioner is controlled based on a command for setting the air conditioning load determined in step 705 to zero.

By the processing described above, the in-vehicle temperature can be controlled near the target value while improving the regeneration efficiency.

In the second embodiment described above, the embodiment in which the air conditioning load is set to zero before the start of braking has been described in step 705 in FIG. 7. However, the air conditioning load is not necessarily set to zero, and the air conditioning load immediately before the start of braking is set to the station. It is good also as a value lower than usual at the time of a stop or power running.

[Example 3]
FIG. 8 shows an example of the system configuration of this embodiment. The air conditioning control device (802) does not have a function of continuously adjusting the air conditioning load, and the adjustment of the interior temperature is performed by turning on / off the air conditioning. Is going on.
The vehicle control device (801) that manages the functions related to the operation of the railway vehicle acquires the in-vehicle temperature information (851) from the temperature sensor (803) installed in the passenger room of the railway vehicle.

Next, the vehicle control device (801) acquires current position information (852) from the current position estimating means (804). The temperature sensor (803) and the current position estimating means (804) are the same as the temperature sensor (103) and the current position estimating means (104) of the first embodiment.

Next, the vehicle control device (801) obtains the brake start point information (854) from the travel pattern database (806) storing the brake start point of the railcar, and then brakes from the master controller (807). Brake notch information (855) indicating the state of is acquired.
The brake start point information (854) may be acquired by the same means as the brake start point information (154) of the first embodiment. For example, a brake force command value is unexpectedly provided as information indicating the brake state. May be used.

The vehicle control device (801) determines the air conditioning ON command (856) and the air conditioning OFF command (857) from the in-vehicle temperature information (851), the current position information (852), the brake start point information (854), and the brake notch information (855). ) And an air conditioning ON command (856) and an air conditioning OFF command (857) are transmitted to the air conditioning control device (802).

The air conditioning control device (802) determines air conditioning ON / OFF based on the in-vehicle temperature information (851) from the temperature sensor (803) so that the in-vehicle temperature becomes a target value. However, when the air conditioning ON command (856) and the air conditioning OFF command (857) are received from the vehicle control device (501), the air conditioning ON command (856) and the air conditioning OFF command (857) from the vehicle control device (501) are received. Control based on.

FIG. 9 shows a processing flow in the vehicle control device (801) in the third embodiment. Improvement of regeneration efficiency is ensured by steps 901 to 907 in FIG.

Step 901: Current position information (852) is acquired from the current position estimating means (804), and the process proceeds to Step 902.

Step 902: The brake start point information (854) is acquired from the travel pattern database (806), and the process proceeds to Step 903.

Step 903: From the current position information (852) and the brake start point information (854), it is determined whether or not the air conditioning load is about zero kilometer by the same processing as in the first embodiment.
If the air conditioning load is about a kilometer, the process proceeds to step 904, and if the air conditioning load is not a kilometer, the process ends.

Step 904: The brake notch information (855) is acquired from the master controller (807), and the process proceeds to Step 905.

Step 905: It is determined whether or not the brake notch information (855) indicates that the brake is being applied. If the brake is being applied, the process proceeds to step 906, and if not, the process proceeds to step 907.

Step 906: An air conditioning ON command (856) is transmitted to the air conditioning control device (802).

Step 907: An air conditioning OFF command (856) is transmitted to the air conditioning control device (802).

With the processing described above, the in-vehicle temperature can be controlled near the target value while improving the regeneration efficiency.

[Example 4]
FIG. 10 shows an example of the system configuration of the fourth embodiment. The air conditioning control device (1002) can continuously adjust the air conditioning load, and the air conditioning control device (1002) holds monitoring of the interior temperature and determination of the air conditioning load. is doing.

In this embodiment, in addition to the first allowable temperature deviation (1056), a second allowable temperature deviation (1057) smaller than the first allowable temperature deviation (1056) is set.
A vehicle control device (1001) that manages functions related to the operation of the railway vehicle acquires in-vehicle temperature information (1051) from a temperature sensor (1003) installed in the passenger room of the railway vehicle, and then the vehicle control device. (1001) obtains the current position information (1052) from the current position estimating means (1004).

The temperature sensor (1003) and the current position estimating means (1004) are the same as the temperature sensor (103) and the current position estimating means (104) of the first embodiment.

Next, the vehicle control device (1001) obtains the brake start point information (1054) from the travel pattern database (1006) storing the brake start point of the railway vehicle, and then from the master controller (1007). The brake notch information (1055) indicating the brake state is acquired. The brake start point information (1054) may be acquired by the same means as the brake start point information (154) of the first embodiment. In addition to the brake notch information (1055), for example, a brake force command value may be used as the information to be indicated.

The vehicle control device (1001) determines an allowable temperature deviation from the in-vehicle temperature information (1051), the current position information (1052), the brake start point information (1054), and the brake notch information (1055), and the first allowable temperature deviation ( 1056) or the second allowable temperature deviation (1057) is transmitted to the air conditioning controller (1002).

The air conditioning control device (1002) is based on the in-vehicle temperature information (1051) from the temperature sensor (1003) and the first allowable temperature deviation (1056) or the second allowable temperature deviation (1057) from the vehicle control device (1001). Control air conditioning.

FIG. 11 shows a processing flow in the vehicle control apparatus (1001) in the fourth embodiment. Steps 1101 to 1107 in FIG. 11 ensure improvement in regeneration efficiency and maintenance of the in-vehicle temperature near the target value.

Step 1101: The current position information (1052) is acquired from the current position estimating means (1004), and the process proceeds to Step 1102.

Step 1102: Brake start point information (1054) is acquired from the travel pattern database (1006), and the process proceeds to Step 1103.

Step 1103: The in-vehicle temperature information (1051) is acquired from the temperature sensor (1003), and the process proceeds to Step 1103.

Step 1104: Brake notch information (1055) is acquired from the master controller (1007), and the process proceeds to Step 1105.

Step 1105: From the current position information (1052), the brake start point information (1054), and the brake notch information (1055), it is determined whether the air conditioning load is about zero kilometer by the same processing as in the first embodiment. Alternatively, it is determined whether the brake is being applied.
If the air-conditioning load should be zero kilometer or braking, the process proceeds to step 1106; otherwise, the process proceeds to step 1107.

Step 1106: The first allowable temperature deviation (1056) is transmitted to the air conditioning control device (1002).

Step 1107: The second allowable temperature deviation (1057) is transmitted to the air conditioning control device (1002).

Next, FIG. 12 shows a processing flow in the air conditioning control device (1002) in the fourth embodiment.
Step 1201: The in-vehicle temperature information (1051) is acquired from the temperature sensor (1003), and the process proceeds to Step 1202.

Step 1202: The first allowable temperature deviation (1056) is received from the vehicle control device (1001), and the process proceeds to Step 1203.

Step 1203: The second allowable temperature deviation (1057) is received from the vehicle control device (1001), and the process proceeds to Step 1204.

Step 1204: An air conditioning load necessary for controlling the in-vehicle temperature near the target value is determined from the in-vehicle temperature information (1051), and the process proceeds to Step 1205. The air conditioning load may be determined using information other than the vehicle interior temperature information (1051), such as vehicle interior humidity, outside air temperature, and boarding rate. In short, it is only necessary that the in-vehicle temperature can be controlled in the vicinity of the target value, and no means for determining the air conditioning load necessary for controlling the in-vehicle temperature in the vicinity of the target value is specified.
In addition, the target value of the temperature inside the vehicle may be a value prescribed in advance according to the date and season, etc., or it may be a value determined by a crew member or a person on the ground using communication between the ground and the railway vehicle. Good.

Step 1205: It is determined which one of the first allowable temperature deviation (1056) and the second allowable temperature deviation (1057) is received from the vehicle control device (1001). If the first allowable temperature deviation (1056) has been received, the process proceeds to step 1207, and if the first allowable temperature deviation (1056) has not been received, the process proceeds to step 1206.

Step 1206: The air conditioner is controlled based on the air conditioning load determined in step 1204.

Step 1207: Zero the air conditioning load.

Step 1208: The air conditioner is controlled based on the air conditioning load determined in step 1207.

Step 1209: It is determined whether the deviation between the in-vehicle temperature information (1051) and the target value of the in-vehicle temperature is larger than the first allowable temperature deviation (1056). If it is larger, the process proceeds to Step 1210, and if smaller, the process proceeds to Step 1207.

Step 1210: The air conditioning load is determined by performing the same process as in step 1204.

Step 1211: The air conditioner is controlled based on the air conditioning load determined in Step 1210.

The behavior of the in-vehicle temperature and the air conditioning load in this embodiment will be described with reference to FIG.
Now, the case where the target value of the vehicle interior temperature is higher than the outside air temperature, that is, the heating control will be described.
In general, it is difficult to make the in-vehicle temperature accurately follow the target value, and a certain deviation is allowed with respect to the target value. A value obtained by adding the allowable first allowable temperature deviation (1056) to the target value is a first allowable maximum temperature (1301), and a value obtained by subtracting the allowable first allowable temperature deviation (1056) from the target value. Each is defined as a first allowable minimum temperature (1302).
In this embodiment, in addition to the first allowable maximum temperature (1301) and the first allowable minimum temperature (1302), the second allowable temperature deviation (1057) smaller than the first allowable temperature deviation (1056) with respect to the target value. Is defined as the second allowable maximum temperature (1303), and the subtracted value is defined as the second allowable minimum temperature (1304). The deviation between the first allowable maximum temperature (1301) and the first allowable minimum temperature (1302) is defined as Deviations of the first allowable temperature deviation, the second allowable maximum temperature (1303), and the second allowable minimum temperature (1304) are defined as a second allowable temperature deviation, and the first allowable temperature deviation is a value greater than the second allowable temperature deviation.

Since the allowable temperature deviation is the second allowable temperature deviation in the period (1305) when the air conditioning load should be zero or during braking (1305), the behavior of the interior temperature (1308) is the second allowable maximum temperature (1303). It is controlled during the second allowable minimum temperature (1304).
In the period (1306) when the air-conditioning load is zero and during braking (1307), the allowable temperature deviation is changed to the first allowable temperature deviation larger than the second allowable temperature deviation.

When the vehicle interior temperature (1308) is higher than the first allowable minimum temperature (1302), the air conditioning load (1309) becomes zero. Needless to say, the condition for setting the air conditioning load (1309) to zero during the cooling control is when the in-vehicle temperature (1308) is lower than the first allowable maximum temperature (1301).

As in the first embodiment, when the air-conditioning load reaches zero kilometer, the vehicle interior temperature (1308) becomes lower than the first allowable minimum temperature (1302), and the brake is being performed (1307). it is conceivable that. At this time, the air conditioning control device (1002) increases the air conditioning load (1309) so that the in-vehicle temperature (1308) becomes the target value, and the in-vehicle temperature (1308) rises to the first allowable maximum temperature (1301). It will be.
Whether the air-conditioning control device (1002) is in braking (1307), which is a condition for increasing the air-conditioning load (1309) during cooling control, is determined based on whether the vehicle interior temperature (1308) is the maximum allowable temperature (1301). ).

Further, whether or not the brake is being performed (1307) may be determined using a relationship other than the relationship between the in-vehicle temperature (1308) and the first allowable maximum temperature (1301) or the first allowable minimum temperature (1302). For example, there are brake notch information (1055) from the master controller (1007), a brake force command value, and the like. The brake notch information (1055) may be obtained from other than the master controller (1007), and includes, for example, a security device and an ATO device. In the present invention, it is only necessary to determine that the vehicle is in the brake state, and the means is not specified.

As described above, in Example 4, when the air conditioning load reaches about kilometer, the in-vehicle temperature (1308) is small between the second allowable maximum temperature (1303) and the second allowable minimum temperature (1304). Since the temperature deviation is controlled to an allowable temperature deviation, it is possible to accurately select the kilometer where the air conditioning load should be zero, and to further increase the air conditioning load consumed by regenerative power during braking. Further, during the period (1306) when the air conditioning load is zero and during braking (1307), the allowable temperature deviation is changed to the first allowable temperature deviation larger than the second allowable temperature deviation, so the air conditioning load is zero. It is possible to maximize the period (1306) and maximize the regenerative power consumed by the air conditioner during braking (1307).

In this embodiment, the temperature deviation allowed for the target value is changed based on the brake start point information and the brake notch information. However, the target value is changed based on the brake start point information and the brake notch information. But the effect does not change.
Further, in each of the embodiments, the vehicle control apparatus performs the determination about the kilometer where the air-conditioning load should be zero and the brake is performed, but the effect is not changed even if this determination is performed by the air-conditioning control apparatus.
In short, it is only necessary that the functions necessary for air conditioning control can be realized in the entire railway vehicle, and the functions necessary for air conditioning control may be shared by the vehicle control device, the air conditioning control device, or the air conditioning device.

In the fourth embodiment described above, the embodiment in which the air conditioning load is set to zero in step 1207 in FIG. 12 has been described. However, the air conditioning load is not necessarily set to zero, and the air conditioning load immediately before the start of braking is reduced when the station stops or powering. It is good also as a value lower than usual, such as time.

In each of the above-described embodiments, the control of the air conditioning load has been described as an example. However, the type of load is not necessarily limited to air conditioning, and may be a device that is desired to keep the state quantity of the controlled object within a certain range. It ’s fine.

In the above embodiment, the case where the present invention is applied to a railway vehicle as a mobile body provided with an energy conversion device that converts kinetic energy into electric energy has been described. The present invention can also be applied to various moving bodies that can specify a deceleration start position in advance, such as an automobile such as a route bus that can acquire a deceleration section in advance by an individually mounted elevator, car navigation, or the like.

As described above, according to the present invention, the electric energy regenerated by the energy conversion device in the period from the brake start position to the end of the brake is set to zero in advance at the point before the brake start position. Because the air conditioner is used, the regenerative efficiency can be significantly improved while maintaining the in-vehicle temperature within the allowable temperature range, and it is excellent without complicating the system and increasing the cost. Therefore, it can be expected to be widely adopted for various mobile objects.

DESCRIPTION OF SYMBOLS 101 Vehicle control apparatus 102 Air conditioning apparatus 103 Temperature sensor 104 Present position estimation means 105 Speed generator (TG)
106 Travel Pattern Database 107 Master Controller 151 In-Vehicle Temperature Information 152 Current Position Information 153 Vehicle Speed Information 154 Brake Start Point Information 155 Brake Notch Information 156 Air Conditioning Load Information 501 Vehicle Control Device 502 Air Conditioning Control Device 503 Temperature Sensor 504 Current Position Estimating Means 505 Speed generator (TG)
506 Driving pattern database 507 Master controller 551 In-vehicle temperature information 552 Current position information 553 Vehicle speed information 554 Brake start point information 555 Brake notch information 556 Air conditioning ON command 801 Vehicle control device 802 Air conditioning control device 803 Temperature sensor 804 Current position estimating means 805 Speed generator (TG)
806 Driving pattern database 807 Master controller 851 Car interior temperature information 852 Current position information 853 Vehicle speed information 854 Brake notch information 855 Brake notch information 856 Air conditioning ON command 857 Air conditioning OFF command 1001 Vehicle control device 1002 Air conditioning control device 1003 Temperature sensor 1004 Current Position estimation means 1005 Speed generator (TG)
1006 Traveling pattern database 1007 Master controller 1051 Car interior temperature information 1052 Current position information 1053 Vehicle speed information 1054 Brake start point information 1055 Brake notch information 1056 First allowable temperature deviation 1057 Second allowable temperature deviation

Claims

In a control device for a moving body equipped with an energy conversion device that converts kinetic energy into electrical energy,
A device control device for adjusting the load of the device mounted on the mobile body;
The device control device
Means for reducing or stopping the load on the device in a predetermined period immediately before the braking operation of the moving body;
Means for operating the device with a load larger than the predetermined period and consuming regenerative power during the braking operation of the moving body.
The apparatus for controlling a moving body according to claim 1, wherein an air conditioner that controls a room temperature of the moving body is used as the device.
Brake start position grasping means for grasping the brake start position of the moving body,
At a point before the brake start position, the load of the air conditioner is set to zero in advance, and the electric energy regenerated by the energy conversion device is consumed by the air conditioner during the period from the brake start position to the brake end. The moving body control device according to claim 2, wherein
The point at which the load of the air conditioner is set to zero in advance is determined at the brake start position so that the room temperature becomes the lowest allowable temperature during heating and the room temperature becomes the highest allowable temperature during cooling. Item 4. The moving body control device according to Item 3.
A first allowable temperature deviation and a second allowable temperature deviation that is smaller than the first allowable temperature deviation are set as the allowable temperature deviation that is a deviation between the allowable minimum temperature and the allowable maximum temperature of the room by the air conditioner; The room temperature is controlled within the first allowable temperature deviation during the period from the point where the load of the air conditioner is previously zero to the end of the brake, and the room temperature is controlled within the second allowable temperature deviation during the other periods. The mobile body control device according to claim 3 or 4, wherein the mobile body control device is configured as described above.
In a method for controlling a moving body provided with an energy conversion device that converts kinetic energy into electrical energy,
A device control device that adjusts the load of the device mounted on the moving body,
In a predetermined period immediately before the braking operation of the moving body, the load of the device is reduced to a predetermined value,
A method for controlling a moving body, wherein the device is operated with a load larger than the predetermined value during a braking operation of the moving body.
The device is an air conditioner that controls a room temperature of the moving body,
Grasp the brake start position of the moving body,
In the predetermined period in which the moving body is present in a predetermined section before the brake start position, the load of the air conditioner is set to zero.
The mobile body according to claim 6, wherein when the mobile body is present from the brake start position to a brake end point, electric energy regenerated by the energy conversion device is consumed by the air conditioner. Control method.