WO2012161262A1 - Dispositif de commande pour corps mobile et procédé de commande - Google Patents

Dispositif de commande pour corps mobile et procédé de commande Download PDF

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Publication number
WO2012161262A1
WO2012161262A1 PCT/JP2012/063346 JP2012063346W WO2012161262A1 WO 2012161262 A1 WO2012161262 A1 WO 2012161262A1 JP 2012063346 W JP2012063346 W JP 2012063346W WO 2012161262 A1 WO2012161262 A1 WO 2012161262A1
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WO
WIPO (PCT)
Prior art keywords
temperature
air conditioning
moving body
brake
load
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Application number
PCT/JP2012/063346
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English (en)
Japanese (ja)
Inventor
小田　篤史
佐藤　裕
努 宮内
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株式会社 日立製作所
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Priority to JP2013516435A priority Critical patent/JP5937584B2/ja
Publication of WO2012161262A1 publication Critical patent/WO2012161262A1/fr

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    • 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
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00735—Control systems or circuits characterised by their input, i.e. by the detection, measurement or calculation of particular conditions, e.g. signal treatment, dynamic models
    • B60H1/00764—Control systems or circuits characterised by their input, i.e. by the detection, measurement or calculation of particular conditions, e.g. signal treatment, dynamic models the input being a vehicle driving condition, e.g. 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/18—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/10—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/58—Combined or convertible systems
    • B60T13/585—Combined or convertible systems comprising friction brakes and retarders
    • B60T13/586—Combined or convertible systems comprising friction brakes and retarders the retarders being of the electric type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/665—Electrical control in fluid-pressure brake systems the systems being specially adapted for transferring two or more command signals, e.g. railway systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/0073—Control systems or circuits characterised by particular algorithms or computational models, e.g. fuzzy logic or dynamic models
    • B60H2001/00733—Computational models modifying user-set values
    • 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
    • B60L2240/34—Cabin temperature
    • 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
    • B60L2240/60—Navigation input
    • B60L2240/62—Vehicle position
    • B60L2240/622—Vehicle position by satellite navigation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/60—Regenerative braking
    • B60T2270/604—Merging friction therewith; Adjusting their repartition
    • 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
    • Y02T10/72—Electric energy management in electromobility
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • 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.
  • 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.
  • 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.
  • the regenerative brake cannot exhibit the braking force unless there is a regenerative load that consumes the generated regenerative power.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the mobile body 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.
  • 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).
  • the air conditioning 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.
  • 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.
  • the present invention it is possible to improve the regeneration efficiency while maintaining the in-vehicle temperature within the allowable temperature range.
  • 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.
  • FIG. 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.
  • FIG. In Example 2 the flowchart of the process performed within a vehicle control apparatus.
  • Example 2 the flowchart of the process performed within an air-conditioning control apparatus.
  • FIG. 6 is a system configuration diagram of Embodiment 3.
  • Example 3 it is a flowchart of the process performed within a vehicle control apparatus.
  • Example 10 is a system configuration diagram of Embodiment 4.
  • Example 4 it is a flowchart of the process performed within a vehicle control apparatus.
  • Example 4 the flowchart of the process performed in an air-conditioning control apparatus.
  • FIG. 10 shows the behavior of the vehicle interior temperature and air-conditioning load by Example 4.
  • Example 1 First, an example of the circuit configuration of the moving body in the present invention will be described.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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).
  • 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.
  • the target value of the vehicle interior temperature is higher than the outside air temperature, that is, the heating control.
  • 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.
  • the behavior of the in-vehicle temperature is the allowable maximum temperature. It is controlled between (301) and the allowable minimum temperature (302).
  • 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).
  • the current kilometer distance is the kilometer distance (304) before the brake start kilometer distance (303)
  • the behavior of the in-vehicle temperature is a dotted line (305) when the air conditioning load is zero (air conditioning OFF).
  • the kilometer (306) where the in-vehicle temperature is equal to or lower than the allowable minimum temperature (302) is calculated.
  • the vehicle interior temperature is the allowable minimum temperature in the brake start kilometer (303). (302).
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the in-vehicle temperature (405) decreases to the vicinity of the allowable minimum temperature (402) immediately before the brake start point (403).
  • 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.
  • 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.
  • the in-vehicle temperature (406) 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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).
  • 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.
  • the in-vehicle temperature can be controlled near the target value while improving the regeneration efficiency.
  • 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.
  • 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.
  • 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.
  • 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).
  • the in-vehicle temperature can be controlled near the target value while improving the regeneration efficiency.
  • 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.
  • 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.
  • 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.
  • 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).
  • 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.
  • 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.
  • 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).
  • 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.
  • 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.
  • the air conditioning load (1309) becomes zero.
  • 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).
  • 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). ).
  • whether or not the brake is being performed 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).
  • 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.
  • 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).
  • the temperature deviation allowed for the target value is changed based on the brake start point information and the brake notch information.
  • the target value is changed based on the brake start point information and the brake notch information. But the effect does not change.
  • 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.
  • 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.
  • 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.
  • control of the air conditioning load has been described as an example.
  • 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.
  • 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.
  • 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.
  • 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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
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Abstract

L'invention porte sur la commande d'un corps mobile. Tandis que la température intérieure du véhicule d'un corps mobile est maintenue au voisinage d'une température cible, l'énergie récupérée dans le corps mobile est efficacement dissipée et le rendement de la récupération est fortement augmenté par le fait qu'on porte au maximum la charge de climatisation qui est alimentée par l'énergie récupérée. Un dispositif de commande d'un corps mobile comprenant un dispositif de conversion d'énergie qui convertit une énergie cinétique en énergie électrique comprend les éléments suivants : un dispositif climatiseur qui règle la température intérieure du corps mobile ; et des moyens de repérage de la position de début de freinage qui repèrent la position de début de freinage du corps mobile. La commande est exécutée de telle sorte que dans une position en avance par rapport à la position du début de freinage, la charge du climatiseur est réglée au préalable sur zéro et, dans la position de début de freinage, si le dispositif climatiseur est dans le mode chauffage, la température intérieure du véhicule est réglée sur la plus basse température admissible ou, si le dispositif climatiseur est dans le mode refroidissement, la température intérieure du véhicule est réglée sur la température maximale admissible. De cette façon, dans la période allant du début du freinage jusqu'à la fin du freinage, l'énergie électrique qui est récupérée par le dispositif de conversion d'énergie est dissipée au maximum par le dispositif climatiseur.
PCT/JP2012/063346 2011-05-26 2012-05-24 Dispositif de commande pour corps mobile et procédé de commande WO2012161262A1 (fr)

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CN112644288A (zh) * 2020-12-25 2021-04-13 中国第一汽车股份有限公司 一种车辆能量回收分配方法、装置、车辆及存储介质
CN112644288B (zh) * 2020-12-25 2022-04-12 中国第一汽车股份有限公司 一种车辆能量回收分配方法、装置、车辆及存储介质

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