JP4907262B2 - Electric vehicle control device - Google Patents

Description

  The present invention relates to a control device for an electric vehicle, and more particularly, to a technology for installing a power generation means and a power storage means and driving a railway vehicle using electric power generated by both means.

  In recent years, there has been an active movement to promote energy saving in railway vehicles using power storage technology. As a specific example of this, for a pneumatic vehicle driven only by a conventional diesel engine, a hybrid pneumatic vehicle was developed in which the drive system is controlled by a motor using an inverter like a train, and electric power is supplied by an engine power generation and power storage device. . Hybrid electric vehicles can recycle regenerative energy, which is impossible with conventional electric vehicles, by implementing electrification of the drive system and mounting of power storage devices, and can realize energy saving. Even in trains that supply power over overhead lines, a power storage device is mounted on the vehicle, and even if a powering vehicle does not exist in the same section during power generation braking, regenerative energy is absorbed by the power storage device to prevent regeneration expiration. At the same time, energy is saved by reusing the stored energy during powering.

  For hybrid electric vehicles, power storage equipment is used in combination with power generation equipment driven by the engine, and power storage equipment is used in combination with the fuel cell to reduce human power costs required for maintenance and to help save the environment. A system configuration aimed at providing a vehicle control device has been proposed (see, for example, Patent Document 1).

  FIG. 7 shows a basic configuration of a railway vehicle hybrid system proposed in Patent Document 1. The engine 11 outputs a shaft torque based on the command Se of the control device 51. The induction generator 12 receives the shaft torque of the engine 11 as input, converts it into three-phase AC power, and outputs it. The converter device 13 receives the three-phase AC power output from the induction generator 12 and converts it into DC power and outputs it. Here, converter device 13 performs voltage control so as to be a DC voltage based on command Sc from control device 51. The inverter device 21 receives the DC power output from the converter device 13 as input, converts it into three-phase AC power, and outputs it. The induction motor 22 receives the three-phase AC power output from the inverter device 21 as input, converts it into shaft torque, and outputs it. Here, the inverter device 21 variably controls the output voltage and the alternating current frequency of the inverter device 21 so that the output torque of the induction motor 22 outputs torque based on the command Si from the control device 51. The speed reducer 23 amplifies and outputs the shaft torque output of the induction motor 22 by reducing the rotational speed, and drives the wheel shaft 24 to accelerate and decelerate the electric vehicle.

  The control device 51 receives the internal state signal Sp1 of the power storage device 30 as an input, receives an operation command Se for the engine 11, an operation command Sc for the converter device 13, an operation command Si for the inverter device 21, and a circuit breaker 14a, 14b, 14c, 14d. An operation command Sb and an operation command Sp2 to the charge / discharge control device disposed in the power storage device 30 are output, and the overall operation state of these devices is controlled so that the secondary battery storage amount is within a certain range.

  The service power supply inverter device 41 receives DC power between the converter device 13 and the inverter device 21 as input and converts it into three-phase AC power and outputs it. Further, the service power supply transformer 42 adjusts the service power supply voltage to be supplied to an electric vehicle lighting, an air conditioner, etc., and supplies it to each service device.

The circuit breaker 14 a is disposed in the direct-current power section between the converter device 13 and the inverter device 21 in the immediate vicinity of the output terminal of the converter device 13, and based on the operation command Sb from the control device 51, the converter device 13 to the inverter device 21. Then, the power supplied to the power storage device 30 is cut off. The circuit breaker 14b is disposed between the DC power unit between the converter device 13 and the inverter device 21 and the service power supply inverter device 41. Based on the operation command Sb from the control device 51, the circuit breaker 14b is supplied from the converter device 13 and the inverter device 21. The power supplied to the service power supply inverter device 41 is cut off. The circuit breaker 14c is disposed between the DC power unit between the converter device 13 and the inverter device 21 and the input / output terminal of the power storage device 30, and based on the operation command Sb from the control device 51, the converter device 13 and the inverter device 21. The electric power supplied to the power storage device 30 from the direct current power unit is cut off. The circuit breaker 14d is disposed in the direct-current power section between the converter device 13 and the inverter device 21 in the immediate vicinity of the input terminal of the inverter device 21, and based on the operation command Sb from the control device 51, the converter device 13 and / or the power storage. The power supplied from the device 30 to the inverter device 21 is cut off.
JP 2004-282859 A

  In the method proposed in Patent Document 1, the control of the power storage device 30 is performed based only on the internal information of the system by the control device 51.

  In actual travel of a railway vehicle, the load acting on the vehicle, such as the gradient of the route, always changes. When a vehicle is driven by stored energy, the increase or decrease in the amount of stored energy varies greatly depending on the load acting on the vehicle. When controlling the power storage device using only the internal information of the system, it is impossible to manage the amount of power stored according to the load acting on the vehicle. It becomes difficult to effectively absorb the regenerative energy.

  An object of the present invention is to perform energy management of a power storage device in consideration of a load acting on a vehicle such as a slope condition of a route, so that even when a load acting on the vehicle such as a slope changes, a predetermined acceleration of the vehicle is achieved. It is an object of the present invention to provide an electric vehicle control device that ensures performance and can effectively absorb regenerative energy during deceleration.

  It has a database that correlates the travel position with the gradient amount, calculates the vehicle travel position by integrating the reference rotation speed of the motor (actual rotation speed of the motor), and calculates the forward gradient amount according to the travel position . A storage amount management criterion appropriate for the gradient amount is selected, and the storage amount of the power storage device is managed based on the storage amount management criterion appropriate for the gradient amount and the reference rotation speed of the motor.

The present invention includes DC power generation means having converter means for converting AC power generated by power generation means driven by an engine into DC power, inverter means for converting the DC power to AC power, and charging the DC power And means for detecting the rotational speed of the electric motor in the electric vehicle control device comprising an electric power storage means having a function of discharging, a first control means for controlling each of these means, and an electric motor for driving the railway vehicle When, a speed calculator for calculating the speed of the vehicle from the rotational speed of the motor, the train location calculating unit for calculating a traveling position of the vehicle using the output of the speed calculating part, the front slope than the running position of the vehicle based the front slope calculator for calculating the average forward slope is calculated by calculating the average value, the average front slope the front slope calculation unit has calculated a, your to the power storage means A that charge reservoir amount and the traveling speed of the related storage amount managing pattern control unit for the reference pattern and outputs defining a according to the storage amount management reference pattern output from the pattern control unit, the engine and the first control means The converter device and the inverter device were controlled.
In addition, the pattern control unit has a plurality of discharge remaining power limit patterns at the time of deceleration and a discharge remaining power limit pattern at the time of acceleration, each of which defines the relationship between the storage amount and the running speed in the power storage means corresponding to the gradient condition. Then, the remaining discharge capacity limit pattern and the remaining charge capacity limit pattern may be selected and output using the average forward gradient as the gradient condition.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a diagram illustrating a basic configuration of an embodiment of a control device for an electric vehicle according to the present invention. An electric vehicle control device according to the present invention includes an engine 11, an induction generator 12, a converter device 13, an inverter device 21, an induction motor 22, a speed reducer 23, a wheel shaft 24, a power storage device 30, and the like. The first control device 51, the service power supply inverter device 41, the transformer 42, and the circuit breakers 14a to 14d are configured. In the present invention, the rotation speed detector 61 and the speed calculation unit 62 for detecting the rotation speed of the induction motor 22, the traveling position calculation unit 52, the forward gradient calculation unit 53, the pattern selection unit 54, and the first control are further provided. And a system control device 50 including the device 51. The traveling position calculation unit 52, the forward gradient calculation unit 53, and the pattern selection unit 54 constitute a second control device.

  The engine 11 outputs a shaft torque based on the command Se of the control device 51. The induction generator 12 receives the shaft torque of the engine 11 as input, converts it into three-phase AC power, and outputs it. The converter device 13 receives the three-phase AC power output from the induction generator 12 and converts it into DC power and outputs it. Here, converter device 13 performs voltage control so as to be a DC voltage based on command Sc from control device 51.

  The inverter device 21 receives the DC power output from the converter device 13 as input, converts it into three-phase AC power, and outputs it. The induction motor 22 receives the three-phase AC power output from the inverter device 21 as input and converts it into shaft torque for output. Here, the inverter device 21 refers to a reference rotational speed signal Fr, which will be described later, so that the output torque of the induction motor 22 outputs torque based on the command Si from the control device 51, and the output voltage of the inverter device 21 and Variable control of AC current frequency. The reducer 23 amplifies and outputs the shaft torque output of the induction motor 22 by reducing the rotational speed, and drives the wheel shaft 24 to accelerate and decelerate the electric vehicle.

  The control device 51 receives the internal state signal Sp1 of the power storage device 30 as an input, receives an operation command Se for the engine 11, an operation command Sc for the converter device 13, an operation command Si for the inverter device 21, and a circuit breaker 14a, 14b, 14c, 14d. An operation command Sb and an operation command Sp2 to the charge / discharge control device disposed in the power storage device 30 are output, and the overall operation state of these devices is controlled so that the secondary battery storage amount is within a certain range.

  The service power supply inverter device 41 receives DC power between the converter device 13 and the inverter device 21 as input and converts it into three-phase AC power and outputs it. Further, the service power supply transformer 42 adjusts the service power supply voltage to be supplied to an electric vehicle lighting, an air conditioner, etc., and supplies it to each service device.

  The circuit breaker 14 a is disposed in the direct-current power section between the converter device 13 and the inverter device 21 in the immediate vicinity of the output terminal of the converter device 13, and based on the operation command Sb from the control device 51, the converter device 13 to the inverter device 21. And / or power supplied to the power storage device 30 is cut off. The circuit breaker 14b is disposed between the DC power unit between the converter device 13 and the inverter device 21 and the service power supply inverter device 41, and based on the operation command Sb from the control device 51, the converter device 13 and / or the inverter device. The electric power supplied from 21 to the service power supply inverter 41 is cut off. The circuit breaker 14c is disposed between the DC power unit between the converter device 13 and the inverter device 21 and the input / output terminal of the power storage device 30, and based on the operation command Sb from the control device 51, the converter device 13 and the inverter device 21. The electric power supplied to the power storage device 30 from the direct current power unit is cut off. Moreover, the circuit breaker 14 c cuts off the electric power supplied from the power storage device 30 to the inverter device 21 based on the operation command Sb from the control device 51. The circuit breaker 14d is disposed in the direct-current power section between the converter device 13 and the inverter device 21 in the immediate vicinity of the input terminal of the inverter device 21, and based on the operation command Sb from the control device 51, the converter device 13 and / or the power storage. The power supplied from the device 30 to the inverter device 21 is cut off.

  The rotation speed detector 61 detects the rotation speed of the induction motor 22 and converts it into a reference rotation speed signal Fr in the speed calculator 62.

  The travel position calculation unit 52 receives the reference rotational speed signal Fr, recognizes the arrival of the station by referring to the travel distance obtained by integrating the reference rotational speed signal and a station kilometer database (not shown), and uses each station kilometer as a reference. Dis_h is calculated for the travel position kilometer.

  The forward gradient calculation unit 53 receives the travel position kilometer Dis_h as an input, and calculates an average forward gradient Inc_h that is a gradient amount for each predetermined distance interval with reference to a gradient database (not shown).

  The pattern selection unit 54 receives the average forward gradient Inc_h and the reference rotation speed signal Fr, and based on the average forward gradient Inc_h, among a plurality of management patterns prepared in advance in a storage amount management reference pattern database (not shown). A remaining charge limit pattern Chg_pat and a remaining discharge capacity limit pattern Dch_pat that enable appropriate regenerative power absorption are selected.

  With this configuration, the following operations can be realized. When the electric vehicle is accelerated, the input power of the inverter device 21 is borne by the DC power output by the converter device 13 and the DC power output by the power storage device 30. That is, when the input power of the inverter device 21 necessary for obtaining the shaft torque output of the induction motor 22 cannot be borne only by the DC power output by the converter device 13, the DC power output by the power storage device 30 is supplemented.

  In addition, the power storage amount of the power storage device 30 is selected by the pattern selection unit 54 to select the discharge capacity limit pattern Dch_pat that is optimal with respect to the average forward slope Inc_h calculated by the forward gradient calculation unit 53. The output of the engine 11 and the converter device 13 or the output of the inverter device 21 is controlled via the control device 51 so as not to fall below the remaining power limit pattern Dch_pat. Thereby, an overdischarge state of the power storage device can be prevented, and an appropriate power storage amount can be maintained.

  Similarly, when the input power of the inverter device 21 necessary for obtaining the shaft torque output of the induction motor 22 cannot be borne only by the DC power output from the power storage device 30, the DC power output from the converter device 13 is supplemented. I can. Further, when the DC power output from the converter device 13 is excessive with respect to the input power of the inverter device 21 necessary for obtaining the output shaft torque necessary for the induction motor 22, the power storage device 30 absorbs the excess power. To do. In particular, according to this configuration, even when electric power cannot be obtained from one of converter device 13 or power storage device 30, electric power can be obtained from the other, and the minimum necessary operation such as evacuation to the next station can be continued.

  On the other hand, when the electric vehicle is decelerated, the inverter device 21 is regenerated so that the induction motor 22 outputs the brake torque, and the regenerative power output by the inverter device 21 is absorbed by the power storage device 30. The energy absorbed by the power storage device 30 during deceleration can be used preferentially when accelerating the electric vehicle, so that the energy required for driving the electric vehicle can be effectively utilized.

  In addition, the power storage amount of the power storage device 30 is selected by the pattern selection unit 54 to select a charge margin limit pattern Chg_pat that is optimal with respect to the forward average gradient Inc_h performed by the forward gradient calculation unit 53. The regenerative power of the inverter device 21 is controlled via the control device 51 so as not to fall below the limit pattern Chg_pat. Thereby, the overcharged state of the power storage device can be prevented, and an appropriate power storage amount can be maintained.

  While the engine 11 and the converter device 13 do not operate due to a failure or the like, the power supply to the converter device 13 is interrupted by turning off the circuit breaker 14a to ensure the safety of the equipment. Further, when the voltage of the DC power unit between the converter device 13 and the inverter device 21 becomes excessive, the power supply to the converter device 13 is interrupted by turning off the circuit breaker 14a to prevent the converter device 13 from being broken.

  When the voltage of the DC power unit exceeds the allowable input voltage of the service power supply inverter device 41, the power supplied from the converter device 13 and / or the inverter device 21 to the service power supply inverter device 41 is cut off by turning off the circuit breaker 14b. Thus, failure of the power inverter device 41 is prevented.

  When the allowable storage amount of power storage device 30 is exceeded, or when the input / output current with the DC power unit exceeds the input / output allowable current value of power storage device 30, converter device 13 and inverter device 21 are turned off by circuit breaker 14c. The power supplied to the power storage device 30 from the direct current power unit is cut off to prevent a failure of the power storage device 30.

  While the inverter device 21 does not operate due to a failure or the like, the power supply to the inverter device 21 is interrupted by turning off the circuit breaker 14d to prevent malfunction. Further, when the power supplied from the converter device 13 and / or the power storage device 30 to the inverter device 21 becomes excessive, the power supply to the inverter device 21 is cut off by turning off the circuit breaker 14d to prevent a failure.

  FIG. 2 is a diagram illustrating a configuration of the traveling position calculation unit 52 in the embodiment of the control apparatus for the electric vehicle of the present invention. The traveling position calculation unit 52 includes an integrator 521, a station number counter 522, a moving station number 523, a first adder 524-1, a station kilometer database 525, a station determination maximum value 526, a second Adder 524-2, station determination minimum value 527, station arrival determination unit 528, and subtractor 529.

  The integrator 521 calculates the travel position kilometer Dis_h by integrating the reference rotation speed signal Fr. Here, the integrator 521 has a function of setting an initial value of Dis_dep about the departure station kilometer according to the station arrival flag Flg_arr.

  The departure station kilometer distance Dis_dep is calculated by referring to the station kilometer distance database 525 based on the departure station number Num_dep output from the station number counter 522. Further, the arrival station kilometer distance Dis_arr is calculated by referring to the station kilometer distance database 525 based on the arrival station number Num_arr obtained by adding the number of stations Num_stn advanced by the first adder 524-1 to the departure station number Num_dep. To do. Normally, it is only necessary to set “1” to the number of stations Num_stn.

  The station range minimum value Spc_min is calculated by subtracting the station determination distance minimum value 527 from the arrival station distance Dis_arr by the subtractor 529. The station range maximum value Spc_max is calculated by adding the station determination distance maximum value 526 from the station arrival kilometers Dis_arr by the second adder 524-2. Here, the station determination distance maximum value 526 and the station determination distance minimum value 527 are set in a range of 100 to 200 m assuming a distance from the center of the station platform (about the station position kilometer) to both ends of the platform.

  In the station arrival determination unit 528, the reference rotational speed signal Fr, the station range minimum value Spc_min, the station range maximum value Spc_max, and the travel position kilometer distance Dis_h are input, and the travel position kilometer distance Dis_h is the station range minimum value Spc_min and the station range maximum. The station arrival determination flag Flg_arr is output when the reference rotational speed signal Fr becomes zero or below a predetermined value near zero in a state where the value is within the range of the value Spc_max.

  With this configuration, the following operation is realized. The travel position kilometer Dis_h is obtained by integrating the reference rotational speed signal Fr by the integrator 521. When the station arrives at the station, the station position kilometer data in the station kilometer database 525 is used as an initial value as an integrator. To reset. As a result, it is possible to calculate an accurate travel position kilometer.

  FIG. 3 is a diagram illustrating a configuration of the average forward gradient calculation unit 53 in the embodiment of the control device for the electric vehicle of the present invention. The average forward gradient calculation unit 53 includes a data interval 531, a plurality of adders 532, a gradient database 533, a gradient data number 534, and a multiplier / divider 535.

  The forward position data X00 sets the travel position kilometer Dis_h as it is as a base point for calculating the average forward gradient.

  The forward position data X01 is calculated by adding the forward position data X00 and the data interval 28 in the adder 524. Same. The forward position data X02 is calculated by adding the forward position data X01 and the data interval 28 in the adder 524. Thereafter, the calculation is similarly performed up to the forward position data X30. In this example, the number of forward position data is 31 points from X00 to X30, but this does not limit the number of forward position data to be calculated. The number of forward position data is comprehensively determined by the distance for obtaining the average forward gradient and its interval. In railway vehicles, the braking distance is 600 m or less, and the change in the gradient of the distance interval less than twice the distance between the carriages (about 10 m) cannot be determined when viewed from the vehicle side. / 20m + 1 = 31.

  By referring to the gradient database 29 based on the forward position data X00 to X30, the forward gradient data Inc00 to Inc30 are calculated. The average forward gradient Inc_h is calculated by fully adding the forward gradient data Inc00 to Inc30 by the adder 524, and further dividing the gradient data number 30 by the forward gradient data Inc_sum that has been fully added by the multiplier / divider 31. .

  With this configuration, the following operation is realized. The average forward gradient Inc_h is obtained by averaging the forward gradient data Inc00 to Inc30 corresponding to the forward position data X00 to X30 calculated based on the travel position kilometer Dis_h. As a result, it is possible to grasp the state of the average forward gradient in consideration of the track state including the undulating state up to 600 m ahead.

  FIG. 4 is a diagram illustrating a configuration of the pattern selection unit 54 in the embodiment of the control device for the electric vehicle of the present invention. The pattern selection unit 54 includes a storage amount management reference database 541, an optimum pattern determination unit 542, a first selector 543a, and a second selector 543b.

  The storage amount management reference database 541 includes a plurality of storage amount management data from management pattern (0) to management pattern (n), which is management reference data describing the relationship between the traveling speed and the storage amount. Arbitrary management reference data (n) receives a reference rotation speed signal Fr and outputs a charge management reference Chg_base (n) and a discharge management reference Dch_base (n). The n + 1 charge management criteria Chg_base (n) and the discharge management criteria Dch_base (n) are determined according to the magnitude of the gradient amount of the traveling section. That is, assuming a section having n + 1 different gradient amounts, the charge management standard Chg_base (n) and the discharge management standard Dch_base (n) are calculated in advance by calculating the movement of the storage amount when traveling in each section. Set.

  The optimum pattern determination unit 542 receives the average forward gradient Inc_h and outputs a pattern selection signal Sel_pat according to the magnitude. The first selector 543a receives the pattern selection signal Sel_pat, selects one corresponding to the pattern selection signal Sel_pat from the charge management reference Chg_base (n) output from the storage amount management reference database 541, and sets the remaining charge capacity limit pattern. Chg_pat is output. In addition, the second selector 543b receives the pattern selection signal Sel_pat, selects one of the discharge management criteria Dch_base (n) output from the storage amount management criteria database 541 corresponding to the pattern selection signal Sel_pat, and has a remaining charge capacity. The limit pattern Dch_pat is output.

  The remaining charge capacity limit pattern Chg_pat and the remaining discharge capacity limit pattern Dis_pat are selected from a plurality of optimum power storage amount management reference database patterns based on the average forward gradient Inc_h. Thereby, overcharge and overdischarge of the power storage device can be prevented.

  FIG. 5 is a diagram showing calculation of a forward average gradient in an embodiment of the control apparatus for an electric vehicle of the present invention. The vehicle traveling position kilometer is set as the forward position data X00, and X02, X03,... And the forward position data are sequentially calculated every 20 m from this as the base point, and the forward position data X30 is calculated. Here, the number of forward position data is 31 points from X00 to X30, but this does not limit the number of forward position data to be calculated. The number of forward position data is comprehensively determined by the distance for obtaining the average forward gradient and its interval. In railway vehicles, the braking distance is 600 m or less, and the change in the gradient of the distance interval less than twice the distance between the carriages (about 10 m) cannot be determined when viewed from the vehicle side. / 20m + 1 = 31.

  Based on the forward position data X00 to X30, the forward gradient data Inc00 to Inc30 are calculated by referring to the gradient database 29 (not shown). The forward average gradient Inc_h is calculated by calculating the average value of the forward gradient data Inc00 to Inc30.

  FIG. 6 is a diagram showing a method for selecting a charge / discharge margin limit pattern in an embodiment of the control apparatus for an electric vehicle of the present invention. FIG. 6 shows management reference data (0) to management reference data (n) in the same coordinate system in the power storage management reference database 541.

  When accelerating in an uphill section, in order to reach the maximum speed (reference speed Vav), it is necessary to discharge a larger amount of stored energy than in a flat section. For this reason, by selecting higher-level management reference data in the uphill section, the power storage management reference is set to ensure a high power storage amount at zero speed. Similarly, when the vehicle is decelerated by regenerative braking at an ascending slope, the charged energy of regenerative braking is less than that in a flat section until the speed becomes zero from a certain speed (reference speed Vav). For this reason, in the upslope section, by selecting higher-level management reference data, the power storage management reference is set so that the maximum power storage amount is obtained at the highest speed.

  On the other hand, when accelerating in the downward gradient section, the discharge of the stored energy is less than that in the flat section in order to reach the maximum speed (reference speed Vav). For this reason, by selecting lower management reference data in the downward gradient section, it is set as the power storage management standard for securing a low power storage amount at zero speed. Similarly, when the vehicle is decelerated by regenerative braking at a downward slope, the energy stored by the regenerative brake can be charged more than in a flat section until the speed becomes zero from a certain speed (reference speed Vav). For this reason, by selecting lower management reference data in the downward gradient section, the storage management reference is set so that the storage amount is low at the maximum speed.

The figure which shows the basic composition of one Embodiment in the control apparatus of the electric vehicle of this invention. The figure which shows the structure of the traveling position calculation part in one Embodiment of the control apparatus of the electric vehicle of this invention. The figure which shows the structure of the average front gradient calculation part in one Embodiment of the control apparatus of the electric vehicle of this invention. The figure which shows the structure of the pattern calculation part in one Embodiment of the control apparatus of the electric vehicle of this invention. The figure which shows calculation of the forward average gradient in one Embodiment of the control apparatus of the electric vehicle of this invention. The figure which shows the selection method of the charging / discharging remaining power limit pattern in one Embodiment of the control apparatus of the electric vehicle of this invention. The figure which shows the basic composition of the conventional hybrid system for rail vehicles.

Explanation of symbols

DESCRIPTION OF SYMBOLS 11 ... Engine, 12 ... Induction generator, 13 ... Converter device, 14 ... Circuit breaker, 21 ... Inverter device, 22 ... Induction motor, 23 ... Reduction gear, 24 ... Wheel shaft, 30 ... Power storage device, 41 ... Inverter for service power supply Device, 42 ... Transformer, 50 ... System control device, 51 ... Control device, 52 ... Running position calculation unit, 53 ... Front gradient calculation unit, 54 ... Pattern selection unit, 521 ... Integrator, 522 ... Station number counter, 523 ... Number of train stations 524 ... Adder 525 ... Station kilometer database 526 ... Maximum station judgment value 527 ... Minimum station judgment value 528 ... Station arrival judgment unit 529 ... Subtractor 531 ... Data interval setting device, 532 ... Adder, 533 ... gradient database, 534 ... number of operation data, 535 ... multiplier / divider, 541 ... charge storage management reference database, 542 ... optimal pattern size Department, 543 ... selector

Claims (2)

DC power generating means having converter means for converting AC power generated by power generation means driven by the engine into DC power, inverter means for converting the DC power to AC power, and a function of charging and discharging the DC power In an electric vehicle control apparatus comprising a power storage means having a first control means for controlling each of these means, and an electric motor for driving a railway vehicle,
Means for detecting the rotational speed of the electric motor;
A speed calculator that calculates the speed of the vehicle from the rotational speed of the electric motor;
And train location calculating unit for calculating a traveling position of the vehicle using the output of the speed calculating part,
A forward gradient calculation unit for calculating an average forward gradient calculated by calculating an average value of a gradient ahead of the traveling position of the vehicle;
Based on the average forward slope the front slope calculation unit is calculated, and a pattern control unit for outputting a storage amount control standard pattern defining the relationship between the charge reservoir amount and the running speed of the power storage means,
An electric vehicle control device, wherein an engine, a converter device, and an inverter device are controlled by a first control means in accordance with the storage amount management reference pattern output from the pattern control unit . In the control apparatus of the electric vehicle according to claim 1,
The pattern control unit has a plurality of discharge remaining power limit patterns at the time of deceleration and a discharge remaining power limit pattern at the time of acceleration, each of which defines the relationship between the storage amount and the running speed in the power storage means corresponding to the gradient condition, A control apparatus for an electric vehicle, characterized in that a discharge remaining power limit pattern and a charge remaining capacity limit pattern are selected and output using the average forward gradient as the gradient condition .

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