WO2014027400A1 - 列車情報管理装置および機器制御方法 - Google Patents
列車情報管理装置および機器制御方法 Download PDFInfo
- Publication number
- WO2014027400A1 WO2014027400A1 PCT/JP2012/070698 JP2012070698W WO2014027400A1 WO 2014027400 A1 WO2014027400 A1 WO 2014027400A1 JP 2012070698 W JP2012070698 W JP 2012070698W WO 2014027400 A1 WO2014027400 A1 WO 2014027400A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- air
- regenerative
- compressor
- state
- brake
- Prior art date
Links
- 238000000034 method Methods 0.000 title claims description 13
- 230000001172 regenerating effect Effects 0.000 claims abstract description 105
- 238000001514 detection method Methods 0.000 claims abstract description 27
- 238000002360 preparation method Methods 0.000 claims abstract description 26
- 230000008929 regeneration Effects 0.000 claims description 29
- 238000011069 regeneration method Methods 0.000 claims description 29
- 230000005540 biological transmission Effects 0.000 description 14
- 238000010586 diagram Methods 0.000 description 10
- 238000006243 chemical reaction Methods 0.000 description 7
- 230000008520 organization Effects 0.000 description 3
- 238000004891 communication Methods 0.000 description 2
- 230000003111 delayed effect Effects 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 238000007796 conventional method Methods 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000010248 power generation Methods 0.000 description 1
Images
Classifications
-
- 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
- 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
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/002—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of propulsion for monorail vehicles, suspension vehicles or rack railways; for control of magnetic suspension or levitation for vehicles for propulsion purposes
-
- 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
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
-
- 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
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
-
- 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
-
- 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
- B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- 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
- 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
- B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
- B60L7/26—Controlling the braking effect
-
- 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
- B60L9/00—Electric propulsion with power supply external to the vehicle
- B60L9/16—Electric propulsion with power supply external to the vehicle using ac induction motors
- B60L9/18—Electric propulsion with power supply external to the vehicle using ac induction motors fed from dc supply lines
- B60L9/22—Electric propulsion with power supply external to the vehicle using ac induction motors fed from dc supply lines polyphase motors
-
- 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
- B60T13/66—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
- 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
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
- B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
-
- 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
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0018—Communication with or on the vehicle or train
- B61L15/0036—Conductor-based, e.g. using CAN-Bus, train-line or optical fibres
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0058—On-board optimisation of vehicle or vehicle train operation
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0072—On-board train data handling
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0081—On-board diagnosis or maintenance
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D61/00—Brakes with means for making the energy absorbed available for use
-
- 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
- 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
-
- 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
- Y02T10/64—Electric machine technologies 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
- 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
Definitions
- the present invention relates to a train information management device, and more particularly, to a train management device that contributes to efficient use of regenerative power generated when using an electric brake.
- the train information management device collects and manages the status data of various devices mounted on each vehicle of the train, and can individually control the devices based on the collected status data.
- the control target device is a power converter, an air conditioner, a lighting device, a brake device, or the like that converts power supplied from an overhead wire and supplies the power to a main motor or an auxiliary device (auxiliary device).
- the above-described conventional technique has a problem in that, if the pressure of the original air reservoir is reduced when the regeneration expires, the electric power can only be used, and sufficient effective use of the regenerative power cannot be realized.
- the present invention has been made in view of the above, and a train information management device and a device control method capable of reducing the probability of regeneration invalidation through the control of devices mounted on a vehicle and realizing effective use of regenerative power.
- the purpose is to obtain.
- the present invention is a train information management device that manages information on devices installed in a train and installed in a vehicle, and controls each device.
- a position detection unit that detects the position of the vehicle, a regenerative state detection unit that detects whether or not the regenerative brake is being used, and a route information holding unit that holds information on a section that is likely to use the brake
- An air remaining amount calculation unit that calculates the remaining amount of air in an air tank in which compressed air used in an air brake is stored, a detection result by the position detection unit, a detection result by the regenerative state detection unit, and the route information
- a compressor control unit that controls the compressor that generates the compressed air based on information held by the holding unit and a calculation result by the remaining air amount calculation unit, and the compressor control unit includes a brake
- the In the regenerative preparation state in which the distance to the section that is highly likely to be used is traveling toward the section at a certain distance or less and the regenerative brake is not used, the remaining air amount
- the compressor In the regenerative state where the regenerative brake is used, causing the compressor to generate compressed air when the remaining amount of air is less than 100%, In a normal state that does not correspond to either the regeneration preparation state or the regeneration state, the compressor starts generating compressed air when the remaining amount of air reaches a first threshold value greater than 0%, The generation of compressed air is terminated when the remaining amount of air reaches a second threshold value that is greater than the first threshold value and less than 100%.
- FIG. 1 is a diagram illustrating an example of train organization on which a train information management device is mounted.
- FIG. 2 is a diagram illustrating a connection example of the power conversion device.
- FIG. 3 is a diagram illustrating a configuration example of the compressor control function unit.
- FIG. 4 is a diagram illustrating a configuration example of the air brake system.
- FIG. 5 is a diagram illustrating a correspondence example between the pressure in the air tank and the remaining amount of air.
- FIG. 6 is a flowchart illustrating an example of the operation of the compressor control function unit.
- FIG. 7 is a diagram illustrating a variation example of the remaining amount of air in the air tank.
- FIG. 1 is a diagram showing an example of train organization on which the train information management device according to the present embodiment is mounted.
- a train organization is composed of, for example, six vehicles, and specifically includes vehicles TC1, M2-1, M1-1, M2-2, M1-2, and TC2.
- a central device (hereinafter simply referred to as “central device”) 1 of a train information management device is mounted on each of the vehicles TC1 and TC2, which are vehicles at both ends of the train.
- the vehicles M2-1, M1-1, M2-2, and M1-2, which are intermediate vehicles, are respectively terminal devices (hereinafter simply referred to as “terminal devices”) 2-1 and 2-2 of the train information management device. , 2-3 and 2-4.
- the train information management device according to the present embodiment includes a central device 1 and terminal devices 2-1 to 2-4. When the train is running, one of the vehicles TC1 and TC2 is the leading vehicle and the other is the trailing vehicle.
- the central device 1 and the terminal devices 2-1 to 2-4 are communicably connected to each other via a backbone transmission line (inter-vehicle transmission line) 4 disposed between the vehicles.
- the vehicle TC1 includes a central device 1, devices 3-1 to 3-3 connected to the central device 1 via branch line transmission lines (in-vehicle transmission lines) 5, and a central device 1 via the branch line transmission line 5.
- a master controller (main controller) 3-4 connected to the central device 1 and a brake device 3-10 connected to the central device 1 via a branch transmission line 5.
- the branch line transmission path 5 is a communication path disposed in the vehicle.
- the devices 3-1 to 3-3 are air conditioners, for example.
- the central device 1 transmits control information for controlling the devices 3-1 to 3-3 and the brake device 3-10, respectively, and the device information from the devices 3-1 to 3-3 and the brake device 3-10, respectively. (Status data) is acquired.
- the master controller 3-4 is also controlled and managed by the central device 1 in the same manner as the devices 3-1 to 3-3. Further, the master controller 3-4 transmits control information such as power running notch information (acceleration information) and brake notch information (deceleration information) input from the cab (not shown) to the central device 1, for example.
- control information such as power running notch information (acceleration information) and brake notch information (deceleration information) input from the cab (not shown) to the central device 1, for example.
- the vehicle M2-1 includes the terminal device 2-1, the devices 3-5 to 3-7 connected to the terminal device 2-1 via the branch transmission line 5, and the branch transmission line 5 to the terminal device 2-1. And a brake device 3-10 connected to each other.
- the devices 3-5 to 3-7 are, for example, air conditioners.
- the terminal device 2-1 transmits control information for controlling the devices 3-5 to 3-7 and the brake device 3-10, and from the devices 3-5 to 3-7 and the brake device 3-10, respectively.
- Device information (status data) is acquired.
- the vehicle M1-1 includes a terminal device 2-2, devices 3-5, 3-6, and 3-8 connected to the terminal device 2-2 via the branch line transmission path 5, and a terminal device 2-2.
- a VVVF 3-9 connected via the branch line transmission line 5; and a brake device 3-10 connected to the terminal device 2-2 via the branch line transmission line 5.
- the brake device 3-10 is an air brake.
- the devices 3-5, 3-6, 3-8 are, for example, air conditioners.
- VVVF3-9 is a VVVF (Variable Voltage Variable Frequency) inverter, and controls vehicle propulsion by varying the voltage and frequency of a motor (not shown).
- the terminal device 2-2 transmits control information for controlling the devices 3-5, 3-6, 3-8, the VVVF 3-9, and the brake device 3-10, and the devices 3-5, 3-6. , 3-8, VVVF 3-9 and brake device 3-10, respectively, device information (status data) is acquired.
- Vehicle TC2 has the same configuration as vehicle TC1.
- the vehicle M2-2 has the same configuration as the vehicle M2-1, and the terminal device 2-3 has the same function as the terminal device 2-1.
- the vehicle M1-2 has the same configuration as the vehicle M1-1, and the terminal device 2-4 has the same function as the terminal device 2-2.
- the predetermined vehicle of the train includes the power conversion device 6 and the auxiliary power supply device 8 shown in FIG. 2, and the power collected by the current collector 101 from the overhead line 100.
- the driving power of the motor 7 and the auxiliary machine 9 is generated by conversion.
- the power conversion device 6 corresponds to the VVVF 3-9 shown in FIG.
- the power converter 6 and the motor 7 operate as a regenerative brake when the train is decelerated.
- the auxiliary power supply device 8 converts the power supplied from the overhead line 100 in normal operation to generate driving power for the auxiliary machine 9, but when the regenerative brake is used to generate power, the power conversion device The drive power of the auxiliary machine 9 is generated using part or all of the power (regenerative power) returned from 6 to the overhead line 100.
- FIG. 3 is a diagram illustrating a configuration example of the compressor control function unit 10 constituting the train information management device according to the present embodiment.
- the compressor control function unit 10 is formed in the central device 1, for example. Further, the compressor control function unit 10 starts the compressed air generation operation for the compressor that generates compressed air to be stored in the air tank (original air reservoir) constituting the air brake system together with the brake device 3-10. And instruct the end.
- the compressor control function unit 10 includes a position detection unit 11, a compressor control unit 12, a regenerative state detection unit 13, a track information holding unit 14, and a remaining air amount calculation unit 15.
- the position detection unit 11 detects the position of the own train on the traveling route by using, for example, a vehicle upper and ground element (not shown) and a speed generator. The position may be detected using other methods.
- the compressor control unit 12 controls a compressor that generates compressed air stored in an air tank provided in the air brake device (brake device 3-10).
- FIG. 4 is a diagram illustrating a configuration example of an air brake system including the brake device 3-10.
- the air brake system 20 includes a compressor 21, a brake control unit (BCU) 22, an air tank (original air reservoir) 23, a relay valve 24, a brake cylinder 25, and a restrictor 26.
- the brake control unit 22, the relay valve 24, the brake cylinder 25, and the control 26 constitute a brake device 3-10.
- the brake device 3-10 is used when the regenerative brake cannot be used or when a necessary brake force cannot be obtained only by the regenerative brake.
- the compressor 21 and the air tank 23 constitute a compressor. As shown in FIG.
- the brake device 3-10 (the brake control unit 22, the relay valve 24, the brake cylinder 25, and the brake device 26) is mounted on all vehicles.
- the compressor (the compressor 21 and the air tank 23) is mounted only on some vehicles (for example, the vehicles 2-1 and 2-2). Note that a vehicle equipped with a compressor is not particularly defined. It does not matter as a structure mounted on all vehicles.
- the compressor 21 operates in accordance with instructions from the compressor control function unit 10 and sends air into the air tank 23.
- the air tank 23 stores the compressed air generated by the compressor 21.
- the brake control unit 22 controls the relay valve based on operation information for designating the operation of the air brake device, such as the driver's brake operation content, and the compressed air stored in the air tank 23 is discharged to the brake cylinder 25. Adjust the competence (including 0). Further, the pressure in the air tank 23 (pressure of the stored compressed air) is detected, and the detection result is output as the tank pressure.
- the brake cylinder 25 presses the brake member 26 by generating a predetermined brake cylinder pressure based on the compressed air output from the air tank 23.
- the restrictor 26 is pressed against the wheel with a strength corresponding to the brake cylinder pressure, and decelerates the train.
- the brake control unit 22 that outputs the tank pressure is only the brake control device 22 in the vehicle in which the compressor is mounted, and the brake control device 22 in the vehicle in which the compressor is not mounted outputs the tank pressure. do not do.
- the regenerative state detection unit 13 monitors the operating state of the power converter 6 (see FIG. 2), and whether or not the power converter 6 and the motor 7 are operating as a regenerative brake. (Regenerative state).
- the power conversion device 6 is configured to output a bit indicating the regenerative state to the regenerative state detection unit 13, and the regenerative state detection unit 13 determines the state by confirming the state of this bit.
- the operation result by the driver may be monitored, and the regenerative state may be determined when the brake operation is performed.
- the route information holding unit 14 is information on a traveling route, specifically, a section where there is a high possibility of using a brake (such as a regenerative brake) (for example, a section in front of a station, a downhill section, a slow section, an emergency section). (Speed section, etc.) information (for example, kilometer information at both ends of the section) is held. Information that is highly likely to be updated, such as a quick section, may be acquired and held from a system on the ground side using a wireless communication device that is not shown every time it is updated.
- a brake such as a regenerative brake
- Speed section, etc. information (for example, kilometer information at both ends of the section) is held.
- Information that is highly likely to be updated, such as a quick section may be acquired and held from a system on the ground side using a wireless communication device that is not shown every time it is updated.
- the remaining air amount calculation unit 15 calculates the remaining air amount corresponding to the pressure of the compressed air stored in the air tank 23 of the air brake system 20. That is, the remaining air amount is calculated based on the tank pressure output from the brake control device 22 in the vehicle in which the compressor is mounted. When the remaining amount of air is 100%, the compressed air pressure is equal to the maximum pressure resistance of the air tank. And For example, as shown in FIG. 5, the remaining amount of air is 100% when the pressure is 880 kPa, and 0% when the pressure is 780 kPa.
- the compressor control function unit 10 determines whether the state of the own train corresponds to a regeneration preparation state, a regeneration state, or a normal state, and performs different control on the compressor 21 of the air brake system 20 for each state.
- the ⁇ regenerative preparation state '' means a state where the vehicle is traveling at a point where the regenerative brake is likely to be used soon, i.e., a point where the distance from the section where the regenerative brake is likely to be used is less than a certain value.
- a state in which the vehicle is traveling toward the section “regenerative state” is a state in which a regenerative brake is used and the motor is generating power, and “normal state” is other states.
- the compressor control function unit 10 based on the detection result by the position detection unit 11, the detection result by the regenerative state detection unit 13, and the route information held by the route state holding unit 14, It is determined whether the train state corresponds to a regeneration preparation state, a regeneration state, or a normal state (steps S10 and S20). Specifically, the vehicle is traveling toward a section where the possibility of using the regenerative brake is high, and the current position (the current position indicated by the detection result by the position detection unit 11) and the section where the possibility of using the regenerative brake is high.
- the regenerative preparation state is set.
- the power converter 6 and the motor 7 are operating as a regenerative brake, it is determined as a regenerative state. Other than these are determined to be normal states.
- step S10 Yes
- control according to steps S11 to S15 is performed.
- step S11 it is confirmed whether or not the compressor 21 is operating (step S11).
- step S11: Yes the air remaining amount in the air tank 23 (hereinafter simply referred to as air remaining amount) is 80%. It is confirmed whether it is above (step S12).
- step S12: No the remaining amount of air is less than 80%
- step S12: Yes the compressor 21 is instructed to stop (step S13). Thereafter, the process proceeds to step S10, and the operation according to the flowchart is continued.
- step S11 when the compressor 21 is stopped (step S11: No), it is checked whether the remaining air amount is 0% (step S14). If the remaining air amount is not 0%, the remaining air amount is 0%. The state where the compressor 21 is stopped is maintained until it becomes (step S14: No). When the remaining air amount is 0% (step S14: Yes), the compressor 21 is instructed to start operation (step S15). Thereafter, the process proceeds to step S10, and the operation according to the flowchart is continued.
- step S10 it is determined whether or not the vehicle is in the regeneration preparation state based on the current position of the own train and the route information.
- the speed of the own train is taken into consideration. You may make it perform determination. For example, when the vehicle is traveling at a high speed, the timing for determining the regeneration preparation state (point on the route) is advanced, and when the vehicle is traveling at a low speed, the timing for determining the regeneration preparation is delayed. By adjusting the judgment timing according to the speed, it becomes possible to start the control in the regeneration ready state at an appropriate timing. As a result, the frequency at which the compressor 21 starts to operate in the regenerative preparation state can be kept low, and a large amount of power can be consumed in the regenerative state.
- step S10 No, and step S20: Yes
- control according to steps S21 to S25 is performed.
- step S21 it is confirmed whether or not the compressor 21 is operating (step S21). If it is operating (step S21: Yes), it is confirmed whether or not the remaining amount of air is 100% (step S22). When the remaining air amount is not 100%, the operation of the compressor 21 is continued until the remaining air amount reaches 100% (step S22: No). When the remaining amount of air is 100% (step S22: Yes), the compressor 21 is instructed to stop (step S23). Thereafter, the process proceeds to step S10, and the operation according to the flowchart is continued.
- step S24 it is confirmed whether the remaining air amount is less than 100% (step S24). If the remaining air amount is not less than 100%, the remaining air amount is 100. The state where the compressor 21 is stopped is maintained until it becomes less than% (step S24: No). When the remaining amount of air is less than 100% (step S24: Yes), the compressor 21 is instructed to start operation (step S25). Thereafter, the process proceeds to step S10, and the operation according to the flowchart is continued.
- control is performed so that the compressor 21 is operated when the remaining amount of air is other than 100%, so that the operation time of the compressor 21 can be maximized and is generated by using the regenerative brake. More power can be consumed by the train.
- control in the regeneration preparation state already described more electric power is consumed by the own train in the regeneration state. Therefore, by executing the control in the regeneration preparation state and the control in the regeneration state, it is possible to reduce the probability of occurrence of regeneration invalidation and realize effective use of regenerative power.
- step S10 No and step S20: No
- control according to steps S31 to S35 is performed.
- step S31 it is confirmed whether or not the compressor 21 is operating (step S31). If it is operating (step S31: Yes), it is confirmed whether or not the remaining amount of air is 80% or more (step S32). When the remaining air amount is not 80% or more, the operation of the compressor 21 is continued until the remaining air amount becomes 80% or more (step S32: No). When the remaining air amount is 80% or more (step S32: Yes), the compressor 21 is instructed to stop (step S33). Thereafter, the process proceeds to step S10, and the operation according to the flowchart is continued.
- step S34 it is confirmed whether the remaining air amount is 20% or less (step S34). If the remaining air amount is not 20% or less, the remaining air amount is 20%. The state where the compressor 21 is stopped is maintained until it becomes less than or equal to% (step S34: No). When the remaining air amount is 80% or less (step S34: Yes), the compressor 21 is instructed to start operation (step S35). Thereafter, the process proceeds to step S10, and the operation according to the flowchart is continued.
- the upper and lower thresholds (20% and 80%) of the remaining air amount are examples. Other values may be used.
- the compressor control function unit 10 controls one compressor 21.
- the compressor control function unit 10 controls two or more compressors 21. Also good.
- the remaining air amount calculation unit 15 of the compressor control function unit 10 individually calculates the remaining air amount of the air tank 23 provided in each air brake system 20, and the compressor control unit 12 The operation of each compressor 21 is controlled based on the remaining amount of air 23.
- the air brake system 20 includes the same number of compressor control function units 10 as the air brake systems 20 and is associated with one compressor control function unit 10. The compressor 21 may be controlled.
- FIG. 7 is a diagram showing a variation example of the remaining amount of air in the air tank 23 included in the air brake system 20.
- fluctuations in the remaining amount of air when the control by the train information management apparatus according to the present embodiment is shown by a solid line, and the remaining amount of air when conventional control is performed.
- the fluctuation is indicated by a broken line.
- the section indicated by diagonal lines is a section where there is a possibility of regeneration invalidation when conventional control is performed.
- the remaining air amount is normal in the normal state (the state that does not correspond to either the regenerative preparation state or the regenerative state; “normal” section in FIG. 7).
- the operation of the compressor is started, and the operation is continued until the remaining amount of air reaches 80%.
- the compressor is not operated until the remaining amount of air becomes 20% again.
- the regenerative preparation state (“preparing" section in FIG. 7)
- the operation of the compressor is started when the remaining air amount becomes 0%, and the operation is continued until the remaining air amount reaches 80%.
- the compressor After the remaining amount of air becomes 80% and the compressor is stopped, the compressor is not operated until the remaining amount of air becomes 0% again. Further, in the regenerative state (the “regenerating” section in FIG. 7), the compressor is operated if the remaining air amount is less than 100%. When the regeneration preparation state is changed to the regeneration state, if the remaining air amount is less than 100% and the compressor is stopped, the compressor is immediately operated.
- the compressor is not operated until the remaining air amount becomes 0%. Do not operate.
- the compressor in the regenerative state, the compressor is operated without waiting for the remaining amount of air to reach 0%, and the power consumption in the own train is increased. Therefore, according to the control of the present embodiment, the regenerative power generated by using the regenerative brake can be used efficiently. Moreover, since more electric power is consumed by the own train, the probability that the regeneration will be invalidated can be lowered. As shown in FIG.
- the compressor when the control of the present embodiment is applied, the compressor is not operated until the remaining air amount becomes 0% in the regeneration preparation state, so that the time for driving the compressor in the subsequent regeneration state can be lengthened. And more regenerative power can be consumed in the train.
- the air remaining amount in the air tank of the air brake system is in a certain range. If the compressor that feeds compressed air to the air tank is controlled so that it is likely to be in the range of 20% to 80%, and the unit is approaching a section where there is a high possibility of using the regenerative brake, The compressor is not operated until the remaining air amount becomes 0%. After that, the regenerative brake was used, and the compressor was operated in a state where power generation was performed by the motor (regenerative state).
- the usage-amount in the own train of the electric power generated at the time of use of a regenerative brake (regenerative electric power) can be increased more than before, and the electric energy returned to an overhead line can be decreased.
- regenerative electric power regenerative electric power
- One-car train may be used.
- the train information management device is useful for realizing an economical electric railway system that can effectively use regenerative power.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Power Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Sustainable Development (AREA)
- Combustion & Propulsion (AREA)
- Life Sciences & Earth Sciences (AREA)
- Chemical & Material Sciences (AREA)
- Sustainable Energy (AREA)
- Physics & Mathematics (AREA)
- General Health & Medical Sciences (AREA)
- Biomedical Technology (AREA)
- Health & Medical Sciences (AREA)
- Electromagnetism (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
- Regulating Braking Force (AREA)
- Fluid Mechanics (AREA)
Abstract
Description
図1は、本実施の形態に係る列車情報管理装置が搭載された列車の編成の一例を示す図である。図1では、列車の編成は例えば6台の車両からなり、具体的には、車両TC1,M2-1,M1-1,M2-2,M1-2,TC2で構成される。
Claims (4)
- 列車に搭載され、車両に設置された機器の情報を管理するとともに各機器を制御する列車情報管理装置であって、
自列車の位置を検知する位置検知部と、
回生ブレーキを使用している状態か否かを検知する回生状態検知部と、
ブレーキを使用する可能性が高い区間の情報を保持している路線情報保持部と、
空気ブレーキで使用する圧縮空気が貯留されている空気タンクの空気残量を算出する空気残量算出部と、
前記位置検知部による検知結果、前記回生状態検知部による検知結果、前記路線情報保持部が保持している情報および前記空気残量算出部による算出結果に基づいて、前記圧縮空気を生成する圧縮機を制御する圧縮機制御部と、
を備え、
前記圧縮機制御部は、
ブレーキを使用する可能性が高い区間との距離が一定値以下の地点を当該区間に向かって走行中、かつ回生ブレーキを使用していない状態である回生準備状態では、前記空気残量が0%となったときに前記圧縮機に圧縮空気の生成を開始させ、
回生ブレーキを使用している状態である回生状態では、前記空気残量が100%未満のときに前記圧縮機に圧縮空気を生成させ、
前記回生準備状態および回生状態のいずれにも該当しない通常状態では、前記空気残量が0%よりも大きい第1のしきい値となったときに前記圧縮機に圧縮空気の生成を開始させ、前記空気残量が前記第1のしきい値よりも大きくかつ100%よりも小さい第2のしきい値となったときに圧縮空気の生成を終了させる、
ことを特徴とする列車情報管理装置。 - 前記圧縮機制御部は、
前記回生準備状態において前記圧縮機に圧縮空気を生成させている場合、前記空気残量が100%よりも小さい第3のしきい値となったときに圧縮空気の生成を終了させる、
ことを特徴とする請求項1に記載の列車情報管理装置。 - 列車に搭載され、車両に設置された機器の情報を管理するとともに各機器を制御する列車情報管理装置における機器制御方法であって、
自列車の位置と、回生ブレーキの使用状況と、ブレーキを使用する可能性が高い区間の情報とに基づいて、自列車の状態が、ブレーキを使用する可能性が高い区間との距離が一定値以下の地点を当該区間に向かって走行中、かつ回生ブレーキを使用していない状態である回生準備状態、回生ブレーキを使用している状態である回生状態、当該回生準備状態および回生状態のいずれにも該当しない通常状態、のうち、どの状態かを判定する状態判定ステップと、
自列車の状態が前記回生準備状態の場合、空気ブレーキで使用する圧縮空気が貯留されている空気タンクの空気残量が0%となったときに、前記圧縮空気を生成する圧縮機に圧縮空気の生成を開始させる第1の制御ステップと、
自列車の状態が前記回生状態の場合、前記空気残量が100%未満のときに前記圧縮機に圧縮空気を生成させる第2の制御ステップと、
自列車の状態が前記通常状態の場合、前記空気残量が0%よりも大きい第1のしきい値となったときに前記圧縮機に圧縮空気の生成を開始させ、前記空気残量が前記第1のしきい値よりも大きくかつ100%よりも小さい第2のしきい値となったときに圧縮空気の生成を終了させる第3の制御ステップと、
を含むことを特徴とする機器制御方法。 - 前記第1の制御ステップでは、
前記圧縮機に圧縮空気を生成させている場合、前記空気残量が100%よりも小さい第3のしきい値となったときに圧縮空気の生成を終了させる、
ことを特徴とする請求項3に記載の機器制御方法。
Priority Applications (7)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
KR1020157003656A KR101635330B1 (ko) | 2012-08-14 | 2012-08-14 | 열차 정보 관리 장치 및 기기 제어 방법 |
JP2012548294A JP5174999B1 (ja) | 2012-08-14 | 2012-08-14 | 列車情報管理装置および機器制御方法 |
CN201280075239.4A CN104540714B (zh) | 2012-08-14 | 2012-08-14 | 列车信息管理装置及设备控制方法 |
US14/417,997 US9387774B2 (en) | 2012-08-14 | 2012-08-14 | Train-information management device and device control method |
PCT/JP2012/070698 WO2014027400A1 (ja) | 2012-08-14 | 2012-08-14 | 列車情報管理装置および機器制御方法 |
EP12891386.0A EP2886406B1 (en) | 2012-08-14 | 2012-08-14 | Train-information management device and device control method |
TW101143209A TW201406588A (zh) | 2012-08-14 | 2012-11-20 | 列車資訊管理裝置及機器控制方法 |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/JP2012/070698 WO2014027400A1 (ja) | 2012-08-14 | 2012-08-14 | 列車情報管理装置および機器制御方法 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2014027400A1 true WO2014027400A1 (ja) | 2014-02-20 |
Family
ID=48189379
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2012/070698 WO2014027400A1 (ja) | 2012-08-14 | 2012-08-14 | 列車情報管理装置および機器制御方法 |
Country Status (7)
Country | Link |
---|---|
US (1) | US9387774B2 (ja) |
EP (1) | EP2886406B1 (ja) |
JP (1) | JP5174999B1 (ja) |
KR (1) | KR101635330B1 (ja) |
CN (1) | CN104540714B (ja) |
TW (1) | TW201406588A (ja) |
WO (1) | WO2014027400A1 (ja) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2551765A (en) * | 2016-06-30 | 2018-01-03 | Arrival Ltd | Predictive compressed air system |
JPWO2021024462A1 (ja) * | 2019-08-08 | 2021-02-11 |
Families Citing this family (18)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102013207952A1 (de) * | 2013-04-30 | 2014-10-30 | Siemens Aktiengesellschaft | Vorrichtung zum Betreiben zumindest eines elektrischen Verbrauchers eines Schienenfahrzeugs |
US9522613B2 (en) * | 2013-08-05 | 2016-12-20 | Mitsubishi Electric Corporation | Electric vehicle control system and power conversion device |
CN104724098B (zh) * | 2013-12-20 | 2017-11-03 | 广州地铁集团有限公司 | 一种城轨列车制动***故障诊断方法 |
CN105917616B (zh) * | 2014-01-27 | 2019-10-25 | 三菱电机株式会社 | 通信装置、列车网络***以及网络设定方法 |
EP2992944A1 (de) * | 2014-09-03 | 2016-03-09 | Siemens Aktiengesellschaft | Verfahren zur Reduzierung der Luftfeuchte in einem Gehäuse |
EP3150419B1 (en) * | 2015-09-30 | 2021-06-23 | Mitsubishi Electric R&D Centre Europe B.V. | Method and a system for reducing the energy consumption of railway systems |
DE102015222218A1 (de) * | 2015-11-11 | 2017-05-11 | DB RegioNetz Verkehrs GmbH | Verfahren zur koordinierten Steuerung von Komponenten eines Schienenfahrzeugs mit Hybridantrieb zur Senkung des Energiebedarfs, insbesondere des Kraftstoffverbrauchs |
DE102015224328B4 (de) * | 2015-12-04 | 2020-08-20 | Siemens Mobility GmbH | Verfahren zum Betreiben eines Schienenfahrzeugs entlang einer Bahnstrecke |
US10279823B2 (en) * | 2016-08-08 | 2019-05-07 | General Electric Company | System for controlling or monitoring a vehicle system along a route |
CN106364333B (zh) * | 2016-10-12 | 2018-12-11 | 南京中车浦镇海泰制动设备有限公司 | 轨道交通车辆的制动控制装置及其电空混合制动控制方法 |
US10363946B2 (en) | 2016-12-02 | 2019-07-30 | Harris Corporation | Hybrid pneumatic regenerative system for railway vehicles |
CN111516660A (zh) * | 2018-10-30 | 2020-08-11 | 瑞立集团瑞安汽车零部件有限公司 | 一种用于无轨电车的制动力分配方法及*** |
DE102018130726A1 (de) | 2018-12-03 | 2020-06-04 | Bombardier Transportation Gmbh | Verfahren zum betreiben eines elektrisch antreibbaren fahrzeugs und fahrzeug |
JP7220561B2 (ja) * | 2018-12-26 | 2023-02-10 | ナブテスコ株式会社 | 鉄道車両用空気圧縮システム |
CN110356227B (zh) * | 2019-07-10 | 2020-10-23 | 深圳市威尔电器有限公司 | 汽车酒精检测控制方法及其*** |
JP2021139343A (ja) * | 2020-03-06 | 2021-09-16 | ナブテスコ株式会社 | 鉄道車両用空気圧縮装置、鉄道車両用空気圧縮装置の制御方法 |
CN113511078B (zh) * | 2020-04-10 | 2024-03-26 | 广州汽车集团股份有限公司 | 一种低速反扭矩制动方法、装置、汽车及计算机可读存储介质 |
CN112319726B (zh) * | 2020-11-09 | 2021-09-21 | 广州黄船海洋工程有限公司 | 一种火车运输船用加长轨道安装方法及工装车 |
Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2004225742A (ja) * | 2003-01-20 | 2004-08-12 | Hitachi Ltd | 電車の機械ブレーキの摩擦要素の摩耗量の検出方法および検出装置ならびに電車の回生失効防止に要する費用の算出方法および算出装置ならびに電車の回生失効防止サービスにおける課金方法 |
JP2009119963A (ja) | 2007-11-13 | 2009-06-04 | Railway Technical Res Inst | 電気鉄道車両 |
Family Cites Families (13)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5889005A (ja) | 1981-11-19 | 1983-05-27 | Mitsubishi Electric Corp | 列車自動運転制御装置 |
JPH01270703A (ja) | 1988-04-21 | 1989-10-30 | Toshiba Corp | 電車のエネルギー有効利用システム |
JPH0285057A (ja) | 1988-09-21 | 1990-03-26 | Hitachi Ltd | 鉄道車両の運行制御方式 |
US6273521B1 (en) * | 1998-07-31 | 2001-08-14 | Westinghouse Air Brake Technologies Corporation | Electronic air brake control system for railcars |
JP4027521B2 (ja) | 1998-12-28 | 2007-12-26 | 日本信号株式会社 | 列車運転制御装置 |
JP2001030903A (ja) | 1999-07-23 | 2001-02-06 | Fuji Electric Co Ltd | 電車稼働データ収集システム |
JP2001204102A (ja) | 2000-01-17 | 2001-07-27 | Hitachi Ltd | 電力回生ブレーキ制御装置 |
JP5079535B2 (ja) | 2008-01-31 | 2012-11-21 | 株式会社日立製作所 | 鉄道車両駆動装置 |
JP2009225630A (ja) | 2008-03-18 | 2009-10-01 | Toshiba Corp | 負荷調整装置を有する電気車 |
US20100174484A1 (en) * | 2009-01-05 | 2010-07-08 | Manthram Sivasubramaniam | System and method for optimizing hybrid engine operation |
US20110304198A1 (en) * | 2010-06-11 | 2011-12-15 | Cottrell V Daniel D | Method for controlling regenerative and hydraulic braking |
JP5043162B2 (ja) * | 2010-08-02 | 2012-10-10 | 株式会社日立製作所 | 駆動システム |
US9403517B2 (en) * | 2010-12-22 | 2016-08-02 | Wabtec Holding Corp. | System and method for determining air propagation data in a braking arrangement of a train |
-
2012
- 2012-08-14 US US14/417,997 patent/US9387774B2/en active Active
- 2012-08-14 CN CN201280075239.4A patent/CN104540714B/zh not_active Expired - Fee Related
- 2012-08-14 KR KR1020157003656A patent/KR101635330B1/ko active IP Right Grant
- 2012-08-14 EP EP12891386.0A patent/EP2886406B1/en active Active
- 2012-08-14 WO PCT/JP2012/070698 patent/WO2014027400A1/ja active Application Filing
- 2012-08-14 JP JP2012548294A patent/JP5174999B1/ja active Active
- 2012-11-20 TW TW101143209A patent/TW201406588A/zh unknown
Patent Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2004225742A (ja) * | 2003-01-20 | 2004-08-12 | Hitachi Ltd | 電車の機械ブレーキの摩擦要素の摩耗量の検出方法および検出装置ならびに電車の回生失効防止に要する費用の算出方法および算出装置ならびに電車の回生失効防止サービスにおける課金方法 |
JP2009119963A (ja) | 2007-11-13 | 2009-06-04 | Railway Technical Res Inst | 電気鉄道車両 |
Non-Patent Citations (1)
Title |
---|
See also references of EP2886406A4 |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2551765A (en) * | 2016-06-30 | 2018-01-03 | Arrival Ltd | Predictive compressed air system |
GB2551765B (en) * | 2016-06-30 | 2021-09-22 | Arrival Ltd | Predictive compressed air system |
JPWO2021024462A1 (ja) * | 2019-08-08 | 2021-02-11 | ||
WO2021024462A1 (ja) * | 2019-08-08 | 2021-02-11 | 三菱電機株式会社 | データ収集システム、補助電源装置、モニタ装置およびデータ収集方法 |
JP7126620B2 (ja) | 2019-08-08 | 2022-08-26 | 三菱電機株式会社 | データ収集システム、補助電源装置、モニタ装置およびデータ収集方法 |
Also Published As
Publication number | Publication date |
---|---|
CN104540714B (zh) | 2017-05-10 |
JP5174999B1 (ja) | 2013-04-03 |
KR101635330B1 (ko) | 2016-06-30 |
US20150165930A1 (en) | 2015-06-18 |
CN104540714A (zh) | 2015-04-22 |
KR20150038052A (ko) | 2015-04-08 |
EP2886406B1 (en) | 2017-03-15 |
EP2886406A4 (en) | 2016-06-01 |
TW201406588A (zh) | 2014-02-16 |
EP2886406A1 (en) | 2015-06-24 |
US9387774B2 (en) | 2016-07-12 |
JPWO2014027400A1 (ja) | 2016-07-25 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP5174999B1 (ja) | 列車情報管理装置および機器制御方法 | |
EP2886386B1 (en) | Train-information management device and device control method | |
CN109795518B (zh) | 一种轨道列车制动控制***及列车 | |
CN102602386B (zh) | 高速列车制动方法、***和制动控制装置 | |
JP5079535B2 (ja) | 鉄道車両駆動装置 | |
US20160075350A1 (en) | Device for Operating at Least one Electrical Consumer of a Rail Vehicle | |
JPWO2010026786A1 (ja) | 電力供給制御システムおよび電力供給制御方法 | |
EP2650186B1 (en) | Drive system and control method of train | |
CN105923018A (zh) | 一种动力分散性列车恒速集中控制方法 | |
CN102343898B (zh) | 轨道车辆复合制动时的车轮防滑保护控制方法及其*** | |
CN107697056A (zh) | 轨道列车制动控制***及控制方法 | |
TWI619623B (zh) | 列車控制裝置 | |
CN108790840A (zh) | 一种混合动力有轨电车再生制动能量回收优化方法和*** | |
JP6169287B2 (ja) | 車両に電力を供給するカテナリの電圧を制御するための方法及び装置 | |
RU2666499C1 (ru) | Способ эксплуатации транспортного средства | |
CN103802677A (zh) | 一种电动汽车制动***通讯故障处理方法 | |
EP2623361A1 (en) | Brake control apparatus for vehicle, and brake control apparatus for multi-car train | |
CN104842983A (zh) | 基于多智能体的高铁制动方法和*** | |
JP2010284032A (ja) | 列車総括制御システム | |
JP2015139336A (ja) | 自動列車運転装置 | |
CN106183898A (zh) | 车载超级电容控制装置 | |
JP5793458B2 (ja) | 鉄道車両の運転支援装置 | |
CN110456686B (zh) | 一种特种载人有轨电车满载牵引启动控制方法 | |
JP2014144755A (ja) | 列車制御システム | |
CN117601658A (zh) | 磁浮列车制动控制方法及*** |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
ENP | Entry into the national phase |
Ref document number: 2012548294 Country of ref document: JP Kind code of ref document: A |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 12891386 Country of ref document: EP Kind code of ref document: A1 |
|
WWE | Wipo information: entry into national phase |
Ref document number: 14417997 Country of ref document: US |
|
REEP | Request for entry into the european phase |
Ref document number: 2012891386 Country of ref document: EP |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2012891386 Country of ref document: EP |
|
ENP | Entry into the national phase |
Ref document number: 20157003656 Country of ref document: KR Kind code of ref document: A |
|
NENP | Non-entry into the national phase |
Ref country code: DE |