Dump truck

Abstract

The purpose of the present invention is to provide a slip power supply type dump truck capable of suppressing a reduction in transport efficiency and preventing overdischarge of a battery. To this end, a vehicle control device is provided with: a battery remaining power reduction amount calculation unit that calculates a battery remaining power reduction amount in a non-trolley line section; a battery remaining amount target increase range calculation unit that adds a predetermined battery remaining amount addition amount to the battery remaining amount reduction amount to calculate a battery remaining amount target increase range; a battery remaining power target value calculation unit that calculates a battery remaining power target value by adding the battery remaining power target increase range to the battery remaining power at the start of travel in the trolley line section (22); and a travel operation assistance unit that assists a travel operation in which the battery remaining amount at the end of travel in the trolley line section (22) matches the battery remaining amount target value.

Description

Technical Field

[0001] The present invention relates to a dump truck of sliding connection power supply type equipped with a battery. Background Art

[0002] In recent years, in order to reduce environmental impact, the conversion from conventional fossil fuel-dependent power sources to electric drives has been progressing in various product fields. For mining dump trucks that transport ore or excavated soil from the loading site to the unloading site, the trend towards practical use of dump trucks equipped with batteries instead of engines is also active.

[0003] In the mine, multiple dump trucks of the same vehicle specifications travel back and forth on the path from the loading site to the unloading site, and the operation time is 24 hours. Since it is important to transport the load efficiently, the transportation efficiency represented by the total transportation volume of multiple dump trucks traveling per unit time is emphasized. If the dump truck stops to charge the battery, the transportation efficiency is greatly reduced, so a trolley-powered dump truck that charges while driving is being developed. A trolley line that supplies power from ground equipment is set on the mine driving road. The trolley-powered dump truck drives the driving motor using the power supplied from the trolley line in the section where the trolley line is set (hereinafter referred to as the trolley line section) and charges the battery at the same time. In the section where the trolley line is not set (hereinafter referred to as the non-trolley line section), the trolley-powered dump truck drives the driving motor using the power supplied from the trolley line.

[0004] In order to pass through the non-trolley section, the trolley powered dump truck needs to be fully charged in the trolley section. The trolley power supply power and battery charging power have upper limits due to equipment limitations and battery life, so it is necessary to reduce the speed in the trolley section to ensure charging time in the trolley section. On the other hand, in order to avoid a decrease in transportation efficiency, it is desirable to suppress the speed reduction in the trolley section.

[0005] In a vehicle including such a trolley-powered dump truck, which charges a battery using overhead wires while traveling and travels on battery power in a section without overhead wires, there is a technology disclosed in Patent Document 1. According to this technology, the vehicle can be charged at a maximum charging current specified according to the life of the power storage device, and the charging amount required for the next travel in a section without overhead wires can be ensured.

[0006] Prior art literature

[0007] Patent Literature

[0008] Patent Document 1: International Publication No. 2013 / 153659 Summary of the invention

[0009] Problems to be solved by the invention

[0010] Dump trucks travel on uneven ground, unlike trams and trolleybuses, so there is a possibility that the charging of the trolley line will be interrupted due to a fault, and the remaining battery level will be reduced. Therefore, it is necessary not only to ensure the amount of charge required for traveling in the non-trolley line section, but also to maintain a high remaining battery level. In addition, since dump trucks operate continuously for 24 hours and trolley lines cannot be installed at loading and unloading sites where they park, it is necessary to increase the remaining battery level by charging only during travel in the trolley line section.

[0011] However, in the technology described in Patent Document 1, when charging in a trolley section is attempted to increase the battery remaining capacity for the next time, the travel speed in the trolley section must be significantly reduced in order to ensure charging time, resulting in reduced transport efficiency.

[0012] The present invention has been made in view of the above-mentioned problems, and an object of the present invention is to provide a sliding contact power supply type dump truck capable of suppressing a decrease in transport efficiency and preventing overdischarge of a battery.

[0013] Means for solving problems

[0014] In order to achieve the above-mentioned object, the present invention relates to a dump truck, which comprises: a motor for traveling; an inverter, which converts DC power into AC power and supplies it to the motor for traveling; a battery; a battery converter, which controls the charging and discharging power of the battery; a pantograph, which receives power from a trolley wire; and a vehicle control device, which controls the battery converter and the inverter so that power is supplied from the trolley wire to the battery and the motor for traveling in a traveling section where the trolley wire is provided, i.e., a trolley wire section, and controls the battery converter and the inverter so that power is supplied from the trolley wire to the battery and the motor for traveling in a traveling section where the trolley wire is not provided, i.e., a non-trolley wire section. The battery supplies power to the driving motor, and the vehicle control device comprises: a battery remaining amount reduction amount calculation unit, which calculates the battery remaining amount reduction amount in the non-trolley wire section; a battery remaining amount target increase amplitude calculation unit, which adds a predetermined battery remaining amount additional amount to the battery remaining amount reduction amount to calculate the battery remaining amount target increase amplitude; a battery remaining amount target value calculation unit, which adds the battery remaining amount target increase amplitude to the battery remaining amount at the start of driving in the trolley wire section to calculate the battery remaining amount target value; and a driving action assistance unit, which assists the driving action to make the battery remaining amount at the end of driving in the trolley wire section consistent with the battery remaining amount target value.

[0015] According to the present invention configured as described above, by assisting the driving operation of gradually increasing the remaining battery level (each time by the remaining battery level additional amount) in a plurality of driving cycles, it is possible to suppress a decrease in transport efficiency and prevent overdischarge of the battery.

[0016] Effects of the Invention

[0017] According to the present invention, in a trolley-powered dump truck equipped with a battery, it is possible to suppress a decrease in the transport efficiency and prevent overdischarge of the battery. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a diagram showing the structure of a dump truck according to the first embodiment of the present invention.

[0019] Figure 2 This is a diagram schematically showing a travel path of a dump truck in a mine.

[0020] Figure 3 It is a diagram showing the structure of an electric drive system mounted on a dump truck according to the first embodiment of the present invention.

[0021] Figure 4 This is a diagram showing the change in the remaining battery level in the non-sliding wire section.

[0022] Figure 5 This is a diagram showing changes in the remaining battery level for each driving cycle.

[0023] Figure 6 This is a block diagram showing processing related to calculation of a target battery level value in a vehicle control device.

[0024] Figure 7 This is a flowchart of processing that is repeatedly executed by the battery remaining amount change recording unit during traveling in a trolley section.

[0025] Figure 8 This is a flowchart of processing that is repeatedly executed by the battery remaining amount change recording unit during traveling in a non-trolley section.

[0026] Fig. 9 This is a flowchart of a process that is repeatedly executed by the battery remaining amount target value calculation unit during traveling in a non-slip wire section.

[0027] Fig.10 This is a block diagram showing processing related to driving maneuver assistance by a vehicle control device.

[0028] Fig.11 A diagram showing an example of a display screen of a display device.

[0029] Fig.12 This is a block diagram showing processing related to calculation of a target battery level value in a vehicle control device according to a second embodiment of the present invention.

[0030] Fig.13 This is a flowchart showing the processing of the battery remaining amount change prediction unit.

[0031] Fig.141 is a block diagram showing processing related to battery charging power control in a vehicle control device according to a third embodiment of the present invention.

[0032] Fig.15 This is a block diagram showing processing related to driving maneuver assistance in a vehicle control device according to a fourth embodiment of the present invention. DETAILED DESCRIPTION

[0033] Hereinafter, the embodiments of the present invention will be described using the drawings. In each of the drawings, the same elements are denoted by the same reference numerals, and repeated descriptions are appropriately omitted.

[0034] Example 1

[0035] Figure 1 The structure of a dump truck according to a first embodiment of the present invention is shown. The dump truck of this embodiment is a trolley-type dump truck that runs using electric power obtained from a trolley wire or electric power from a battery.

[0036] exist Figure 1 In the embodiment, the dump truck includes a platform 8 disposed at the upper rear side of the vehicle body so as to be rotatable in the up-down direction and a driver's seat 5 disposed at the upper front side. A pair of left and right driven wheels 3L and 3R are disposed at the lower front side of the vehicle body, and a pair of left and right driving wheels 4L and 4R are disposed at the lower rear side of the vehicle body. A travel motor 2 is connected to the driving wheels 4L and 4R.

[0037] A battery 1 is arranged in front of the vehicle body, and a pair of left and right pantographs 6L and 6R are arranged above the vehicle body. In a driving section where trolley wires 7L and 7R are arranged (hereinafter referred to as a trolley wire section), the pantographs 6L and 6R contact the two trolley wires 7L and 7R and receive power supply from the trolley wires 7L and 7R. In a driving section where trolley wires 7L and 7R are not arranged (hereinafter referred to as a non-trolley wire section), the pantographs 6L and 6R are stored.

[0038] Figure 2 The driving path of a dump truck in a mine is schematically shown. The dump truck travels back and forth on the path from the loading yard 20 to the unloading yard 21 of the mine. A trolley section 22 is provided in the middle of the driving path. Electricity is supplied to the trolleys 7L and 7R from the ground power supply equipment 23. In the loaded state when traveling from the loading yard 20 to the unloading yard 21, the dump truck receives power from the trolleys 7L and 7R and travels. In the unloaded state when traveling from the unloading yard 21 to the loading yard 20, the dump truck does not receive power from the trolleys 7L and 7R but travels by the discharged power of the battery 1. Therefore, in a reciprocating driving path from the loading yard 20 to the unloading yard 21, there is one trolley section 22 and other non-trolley sections 24. In the following, the starting point of the non-trolley section 24 is described as the starting point of one cycle of reciprocating driving.

[0039] Figure 3 The structure of the electric drive system mounted on a dump truck of this embodiment is shown. Figure 3 In the embodiment, the electric drive system includes a battery 1 , a battery converter 13 , an inverter 9 , a travel motor 2 , a sliding joint box 10 , an external resistor 11 , and a vehicle control device 12 .

[0040] The vehicle control device 12 receives a signal indicating whether or not power is being supplied from the trolley wires 7L and 7R (hereinafter referred to as a trolley signal) from the trolley box 10, receives the remaining battery level from the battery 1, receives the battery charge and discharge power measurement value from the battery converter 13, receives the accelerator pedal operation amount from the accelerator pedal 14, receives the brake pedal operation amount from the brake pedal 15, receives the travel speed from the travel motor 2 or the vehicle speed sensor 16, and receives the load amount from the load amount sensor 17. The battery converter 13 receives the battery charge and discharge power command value from the vehicle control device 12. The inverter 9 receives the torque command value or the travel speed command value from the vehicle control device 12. The vehicle control device 12 outputs various information to the display device 18 provided on the driver's seat 5.

[0041] When the dump truck is controlled manually by the driver, a torque command value corresponding to the accelerator pedal operation amount and the brake pedal operation amount is sent from the vehicle control device 12 to the inverter 9. When the dump truck is driven automatically, a travel speed command value is sent from the vehicle control device 12 to the inverter 9.

[0042] When the vehicle is driven by the discharged power of the battery 1 in the non-slip wire section 24, the discharged power of the battery 1 is supplied to the inverter 9 via the battery converter 13, and is converted into AC power by the inverter 9 and supplied to the driving motor 2. As a result, the driving wheels 4L and 4R are driven by the driving motor 2, and the dump truck travels. When the vehicle is braked, that is, when the driving motor 2 is regenerated, the inverter 9 converts the generated regenerative power into DC power and supplies it to the battery converter 13. The battery converter 13 converts the regenerative power into charging power and supplies it to the battery 1, thereby charging the battery 1. When the battery 1 is close to being fully charged and cannot be charged, the regenerative power of the driving motor 2 is consumed by the external resistor 11.

[0043] When the vehicle is traveling in the trolley section 22 by the power supplied from the trolleys 7L and 7R, the power supplied is supplied to the inverter 9 via the pantographs 6L and 6R and the trolley box 10, and is converted into AC power by the inverter 9 and supplied to the travel motor 2. The trolley box 10 is composed of a circuit breaker, a filter circuit, etc. While the travel motor 2 is driven by the power supplied, the power supplied is supplied to the battery converter 13. The battery converter 13 converts the power supplied into charging power and supplies it to the battery 1, thereby charging the battery 1.

[0044] The vehicle control device 12 calculates the battery charge and discharge power command value so that the battery charge and discharge power becomes less than the battery maximum charge and discharge power specified based on the temperature, degradation state, and life of the battery 1, and so that the trolley power supply power upper limit value specified by the maximum allowable passing power of the trolley 7L, 7R, the pantograph 6L, 6R, and the trolley box 10 is not exceeded. The battery converter 13 operates so that the battery charge and discharge power is consistent with the battery charge and discharge power command value.

[0045] The charging power of the battery 1 is limited by the maximum charging power of the battery and the upper limit of the trolley wire power supply power. Therefore, according to the length of the trolley wire section 22, it is necessary to reduce the travel speed of the trolley wire section 22 to ensure the travel time of the trolley wire section 22. In order to suppress the reduction in transportation efficiency, it is preferred to suppress the speed reduction of the trolley wire section 22 and gradually increase the battery remaining amount in multiple mine travel cycles. The calculation method of the target value of the battery remaining amount in the trolley wire section 22 for each travel cycle to achieve this action and the calculation method of the recommended travel speed of the trolley wire section 22 for charging to the target value of the battery remaining amount in the trolley wire section 22 will be described in detail later.

[0046] exist Figure 3 In the embodiment, the vehicle control device 12 receives the remaining battery amount from the battery 1, but the destination for obtaining the remaining battery amount may not be the battery 1. In addition, the vehicle control device 12 receives a sliding signal, which is a signal indicating whether power is being supplied from the trolleys 7L and 7R, from the sliding box 10, but the destination for obtaining the sliding signal may not be the sliding box 10. The vehicle control device 12 receives battery charging power from the battery converter 13, but the destination for obtaining the battery charging power may not be the battery converter 13. The vehicle control device 12 receives the travel speed from the travel motor 2 or the vehicle speed sensor 16, but the destination for obtaining the travel speed may not be the travel motor 2 or the vehicle speed sensor 16. The vehicle control device 12 receives the load amount from the load amount sensor 17, but the destination for obtaining the load amount may not be the load amount sensor 17.

[0047] Figure 4 2 is a diagram showing the change in the remaining battery level in the non-sliding wire section 24. During the travel in the non-sliding wire section 24, the remaining battery level decreases when the travel motor 2 is performing a power running operation, and increases when the travel motor 2 is performing a regenerative operation. Figure 4In the above, the remaining battery capacity at the start point of the non-sliding wire section 24 is set as the starting battery capacity (Wstart), the remaining battery capacity at the end point of the non-sliding wire section 24 is set as the ending battery capacity (Wend), the maximum remaining battery capacity in the non-sliding wire section 24 is set as the maximum remaining battery capacity (Wmax), and the minimum remaining battery capacity in the non-sliding wire section 24 is set as the minimum remaining battery capacity (Wmin). The difference between the maximum remaining battery capacity (Wmax) and the starting battery capacity (Wstart) is set as the maximum remaining battery capacity increase (Wup). The difference between the starting battery capacity (Wstart) and the minimum remaining battery capacity (Wmin) is set as the maximum remaining battery capacity decrease (Wdown). The difference between the starting battery capacity (Wstart) and the ending battery capacity (Wend) is set as the remaining battery capacity decrease (Wcycle). The remaining battery capacity decrease (Wcycle), the maximum remaining battery capacity increase (Wup), and the maximum remaining battery capacity decrease (Wdown) are collectively referred to as the remaining battery capacity change amount.

[0048] Figure 5 Indicates the change in battery level per driving cycle. Figure 5 The method of calculating the target value (Wref) of the remaining battery level in the vehicle control device 12 will be described. Figure 5 , the battery remaining amount transition when the battery remaining amount is increased from a state where the battery remaining amount has been reduced (hereinafter referred to as the battery remaining amount recovery time) is shown. The vehicle control device 12 calculates the battery remaining amount reduction (Wcycle) based on the recorded value of the battery remaining amount change in the past non-trolley wire section 24. The battery remaining amount (Wbat) when the dump truck enters the trolley wire section 22 is added to the battery remaining amount reduction (Wcycle) and the battery remaining amount additional amount (Wstep) to obtain the battery remaining amount target value (Wref). The battery remaining amount target value (Wref) is calculated each time the trolley wire section 22 is entered, so the battery remaining amount target value (Wref) is different for each driving cycle. In addition, the maximum value (Wmax) and the minimum value (Wmin) of the remaining battery in the next non-sliding wire section 24 when charging to the target value (Wref) of the remaining battery is predicted, and the target value (Wref) of the remaining battery is corrected so that the maximum value (Wmax) and the minimum value (Wmin) of the remaining battery converge to the range of the upper limit value (Wref_hi) and the lower limit value (Wref_low) of the remaining battery set based on the battery life. By the calculation method of the target value (Wref) of the remaining battery, as shown in FIG. Figure 5As shown, the remaining battery level increases by the remaining battery level additional amount (Wstep) in each cycle, and the variation of the remaining battery level converges within the range of the remaining battery level upper limit value (Wref_hi) and the remaining battery level lower limit value (Wref_low). Finally, the remaining battery level maximum value (Wmax) in the driving cycle coincides with the remaining battery level upper limit value (Wref_hi), and the variation of the remaining battery level is constant in each driving cycle (hereinafter referred to as the stable state of the remaining battery level).

[0049] Figure 6 1 is a block diagram showing the processing related to the calculation of the target value of the remaining battery level in the vehicle control device 12. Figure 6 In the embodiment, the vehicle control device 12 includes a battery remaining amount change recording unit 12a, a battery remaining amount target increase range calculating unit 12b, a battery remaining amount target value calculating unit 12c, and a recommended traveling speed calculating unit 12d.

[0050] The remaining battery capacity change recording unit 12a receives the sliding contact signal and the remaining battery capacity (Wbat) as input. The remaining battery capacity change recording unit 12a records the remaining battery capacity changes in the past non-sliding contact section 24, and calculates the remaining battery capacity changes (Wcycle, Wup, Wdown) based on the recorded values ​​of the remaining battery capacity changes in the past each time the sliding contact section 22 is entered. The remaining battery capacity change recording unit 12a of this embodiment constitutes a remaining battery capacity reduction calculation unit that calculates the remaining battery capacity reduction (Wcycle). Figure 7 and Figure 8 A method for calculating the remaining battery level variation amounts (Wcycle, Wup, Wdown) in the remaining battery level variation recording unit 12 a will be described.

[0051] Figure 7 This is a flowchart of processing that is repeatedly executed by the battery remaining amount change recording unit 12 a during traveling in the trolley section 22 .

[0052] First, the battery remaining amount change recording unit 12a obtains the battery remaining amount (Wbat) (step S200), and determines whether the non-trolley wire section 24 has been entered (step S201). If the determination result of step S201 is "No", this flow ends.

[0053] If the judgment result of step S201 is "yes", the battery remaining capacity (Wbat) is recorded as the starting battery remaining capacity (Wstart), the maximum battery remaining capacity (Wmax) and the minimum battery remaining capacity (Wmin) are initialized with the battery remaining capacity (Wbat) respectively (step S202), and the process ends.

[0054] Figure 8 This is a flowchart of a process that is repeatedly executed by the battery remaining amount change recording unit 12 a during traveling in the non-trolley wire section 24 .

[0055] First, the remaining battery level change recording unit 12 a obtains the remaining battery level (Wbat) (step S200 ), and determines whether the remaining battery level (Wbat) is smaller than the minimum remaining battery level value (Wmin) (step S201 ).

[0056] If the determination result of step S201 is "yes", the minimum remaining battery capacity (Wmin) is updated with the remaining battery capacity (Wbat) (step S203), and it is determined whether the remaining battery capacity (Wbat) is greater than the maximum remaining battery capacity (Wmax) (step S204).

[0057] If the determination result of step S204 is "No", the process proceeds to step S206.

[0058] If the result of step S204 is "yes", the maximum remaining battery capacity (Wmax) is updated with the remaining battery capacity (Wbat) (step S205), and it is determined whether the vehicle has entered the trolley section 22 (step S206). If the result of step S206 is "no", the flow ends.

[0059] If the judgment result of step S206 is "yes", the remaining battery power (Wbat) is recorded as the end point battery power (Wend), the battery remaining power reduction (Wcycle) is calculated by subtracting the starting point battery remaining power (Wstart) from the end point battery remaining power (Wend), the maximum increase in battery remaining power (Wup) is calculated by subtracting the starting point battery remaining power (Wstart) from the maximum value of the battery remaining power (Wmax), and the maximum decrease in battery remaining power (Wdown) is calculated by subtracting the minimum value of the battery remaining power (Wmin) from the starting point battery remaining power (Wstart) (step S207), and the process ends.

[0060] Through the above processing, when entering the trolley section 22, the battery remaining capacity change (Wcycle, Wup, Wdown) is calculated. The battery remaining capacity change (Wcycle, Wup, Wdown) can be calculated based on the battery remaining capacity change of one driving cycle, or by filtering the battery remaining capacity change (Wcycle, Wup, Wdown) of multiple driving cycles in the past (for example, moving average processing). In addition, when maintaining the battery remaining capacity change (Wcycle, Wup, Wdown) of multiple cycles and calculating by filtering, the maintained value and the calculated value can be corrected according to the load. The correction of the battery remaining capacity change (Wcycle, Wup, Wdown) based on the load is described. The change of the battery remaining capacity change (Wcycle, Wup, Wdown) caused by the load is set as a load correction table. When maintaining the battery remaining capacity change (Wcycle, Wup, Wdown), the battery remaining capacity change (Wcycle, Wup, Wdown) of the reference load is converted from the load at the time of maintenance according to the load correction table and maintained. When calculating by filtering, the battery remaining capacity variation (Wcycle, Wup, Wdown) of the load at the time of calculation is converted from the reference load according to the load correction table. By making corrections based on the load, the influence of the load change on the calculation result of the battery remaining capacity variation (Wcycle, Wup, Wdown) can be reduced even if the load varies in each driving cycle.

[0061] The battery remaining amount reduction (Wcycle) in the battery remaining amount change amount (Wcycle, Wup, Wdown) is input to the battery remaining amount target increase range calculation unit 12b. When the battery remaining amount is recovered, it is sometimes necessary to reduce the speed of the trolley section 22 to ensure the charging time in the trolley section 22 according to the limitations of the maximum charging power of the battery and the upper limit of the trolley supply power. The minimum average driving speed (Vrecover) of the trolley section 22 that can be allowed when the battery remaining amount is recovered is set. As shown in Formula 1, the allowable average speed reduction rate (K) of the trolley section 22 is defined as the ratio of the minimum average driving speed (Vrecover) to the average driving speed (Vstable) of the trolley section 22 when the battery remaining amount is stable.

[0062] [Mathematical formula 1]

[0063]

[0064] The battery remaining amount target increase range calculation unit 12b calculates the ratio of the longest allowable trolley section travel time to the trolley section travel time when the battery remaining amount is stable based on the allowable average speed reduction rate (K) of the trolley section 22, and determines the battery remaining amount additional amount (Wstep) based on the battery remaining amount increase (= battery reduction (Wcycle)) when traveling in the trolley section 22 at the average travel speed (Vstable). The battery remaining amount additional amount (Wstep) is calculated using Formula 2, for example.

[0065] [Mathematical formula 2]

[0066]

[0067] If we use equation 1 to transform equation 2, we get equation 3.

[0068] [Mathematical formula 3]

[0069]

[0070] In addition, the remaining battery amount (Wstep) may be set as a constant instead of being calculated by the remaining battery amount target increase range calculation unit 12b. When the remaining battery amount (Wstep) is set as a constant, the travel time when traveling in the trolley section 22 at the target average travel speed is calculated, and the value obtained by subtracting the remaining battery amount reduction (Wcycle) from the remaining battery amount increased by the battery charging during the travel time is set as the remaining battery amount (Wstep).

[0071] The target battery level calculation unit 12c receives inputs of the sliding signal, the battery level, the battery level change, the target battery level increase range, and the battery level upper and lower limits. Fig. 9 A method for calculating the target battery level value in the target battery level calculation unit 12 c will be described.

[0072] Fig. 9 This is a flowchart of a process that is repeatedly executed by the battery remaining amount target value calculation unit 12 c during traveling in the non-trolley wire section 24 .

[0073] First, the battery remaining target value calculation unit 12c obtains the battery remaining capacity (Wbat), the battery remaining capacity variation (Wcycle, Wup, Wdown), the battery remaining capacity upper limit value (Wref_hi) and the battery remaining capacity lower limit value (Wref_low) (step S300), and determines whether it has entered the trolley section 22 (step S301). If the determination result of step S301 is "no", the process ends.

[0074] If the judgment result of step S301 is "yes", the battery remaining capacity (Wbat) is added to the battery remaining capacity reduction amount (Wcycle) and the battery remaining capacity addition amount (Wstep) to calculate the battery remaining capacity target value (Wref) (step S302), and the total of the battery remaining capacity target value (Wref) and the battery remaining capacity maximum increase amount (Wup) is calculated as the predicted value of the next battery remaining capacity maximum value (Wmax) in the non-sliding wire section 24 when charging to the battery remaining capacity target value (Wref), and it is determined whether the predicted value is greater than the battery remaining capacity upper limit value (Wref_hi) (step S303).

[0075] If the result of step S303 is "yes", the value obtained by subtracting the maximum increase amount of the remaining battery (Wup) from the upper limit value of the remaining battery (Wref_hi) is set as the target value of the remaining battery (Wref) (step S304), and the value obtained by subtracting the maximum decrease amount of the remaining battery (Wdown) from the target value of the remaining battery (Wref) is calculated as the predicted value of the minimum remaining battery value (Wmin) in the next non-sliding wire section 24 when charging to the target value of the remaining battery (Wref), and it is determined whether the predicted value is less than the lower limit value of the remaining battery (Wref_low) (step S305). If the result of step S305 is "no", the process ends.

[0076] If the result of determination in step S305 is YES, a value obtained by subtracting the remaining battery maximum increase amount (Wup) from the remaining battery upper limit value (Wref_hi) is set as the remaining battery target value (Wref) (step S306), and the flow ends.

[0077] Through the above processing, when entering the sliding line section 22, the battery remaining target value (Wref) which is the total charging amount of the battery remaining reduction (Wcycle) and the battery remaining additional amount (Wstep) can be calculated, and the battery remaining target value (Wref) is corrected so that the predicted values ​​of the maximum battery remaining value (Wmax) and the minimum battery remaining value (Wmin) in the next non-sliding line section 24 converge within the range of the battery remaining upper limit value (Wref_hi) and the battery remaining lower limit value (Wref_low).

[0078] Next, a travel assist operation for making the battery remaining amount (Wbat) coincide with the battery remaining amount target value (Wref) at the end of traveling in the trolley wire section 22 will be described.

[0079] Fig.101 is a block diagram showing a process related to driving action assistance of the vehicle control device 12. As a driving assistance action, the vehicle control device 12 of the present embodiment calculates a driving speed (hereinafter referred to as a recommended driving speed) in the trolley wire section 22 that can make the battery remaining amount (Wbat) at the end of driving in the trolley wire section 22 coincide with the battery remaining amount target value (Wref), and displays it to the driver.

[0080] exist Fig.10 In the embodiment, the vehicle control device 12 includes a trolley wire section length calculation unit 12e that calculates the trolley wire section length, and a recommended travel speed calculation unit 12d that calculates the recommended travel speed of the trolley wire section 22. The recommended travel speed calculation unit 12d constitutes a travel action assisting unit that assists the travel action to make the battery remaining amount (Wbat) at the end of the travel of the trolley wire section 22 coincide with the battery remaining amount target value (Wref).

[0081] The trolley section length calculation unit 12e takes the trolley signal and the driving speed as input, and integrates the driving speed of the trolley section 22 to calculate the trolley section length. The trolley section length can be calculated based on the driving speed of the past one driving cycle, or it can be calculated by keeping the trolley section lengths calculated in the past multiple driving cycles and filtering them (for example, moving average processing). In addition, when the trolley section length is known, it can be set to a constant value instead of being calculated by the trolley section length calculation unit 12e. In addition, the trolley section length calculation unit 12e can also calculate the moving distance of the trolley section 22 as the trolley section length instead of taking the driving speed as input, and taking the current position of the vehicle as input.

[0082] The recommended travel speed calculation unit 12d is input with the trolley signal, the travel speed, the target battery remaining amount (Wref), the battery charging power, and the battery remaining amount (Wbat). During travel in the trolley section 22, the recommended travel speed calculation unit 12d calculates the remaining charge amount by subtracting the battery remaining amount (Wbat) from the target battery remaining amount (Wref), calculates the remaining charge time by dividing the remaining charge amount by the battery charging power, calculates the traveled trolley section length by integrating the travel speed in the trolley section 22, calculates the remaining trolley section length by subtracting the traveled trolley section length from the trolley section length, and calculates the recommended travel speed by dividing the remaining trolley length by the remaining charge time. The recommended travel speed calculation unit 12d repeatedly performs these processes during travel in the trolley section 22 to update the recommended travel speed.

[0083] In addition, the recommended travel speed calculation unit 12d may use the current position as input instead of the travel speed to calculate the moving distance of the trolley section 22 as the traveled trolley section length. In addition, the recommended travel speed calculation unit 12d may filter the battery charging power (for example, moving average processing) before calculating the remaining charging time. The recommended travel speed and the remaining charging time calculated by the recommended travel speed calculation unit 12d are input to the display device 18 together with the trolley signal, the target value of the remaining battery charge (Wref), and the remaining battery charge (Wbat).

[0084] Fig.11 An example of a display screen of the display device 18 is shown. Fig.11 In the embodiment, the display screen of the display device 18 is composed of an area 18a for displaying the remaining charging time, an area 18b for displaying the recommended travel speed, an area 18c for displaying the target value of the remaining battery (Wref), and an area 18d for displaying the remaining battery. In addition, as a component of the display screen, an area for displaying the speed of the vehicle, the operating status of the electric drive system, etc. may be added. In addition, in order to achieve the effect of making the remaining battery (Wbat) at the end of the travel of the trolley section 22 consistent with the target value of the remaining battery (Wref), at least the area 18b for displaying the recommended travel speed is sufficient.

[0085] (Summarize)

[0086] In the present embodiment, the dump truck includes a travel motor 2, an inverter 9 that converts DC power into AC power and supplies it to the travel motor 2, a battery 1, a battery converter 13 that controls the charge and discharge power of the battery 1, pantographs 6L, 6R that receive power from trolleys 7L, 7R, and a vehicle control device 12. The vehicle control device 12 controls the battery converter 13 and the inverter 9 so that power is supplied from the trolleys 7L, 7R to the battery 1 and the travel motor 2 in a travel section where the trolleys 7L, 7R are provided, that is, a trolley section 22. The vehicle control device 12 controls the battery converter 13 and the inverter 9 so that power is supplied from the trolleys 7L, 7R to the battery 1 and the travel motor 2 in a travel section where the trolleys 7L, 7R are provided, that is, a non-trolley section 24. The vehicle control device 12 includes: a battery A remaining charge reduction calculation unit 12a calculates a remaining battery charge reduction amount (Wcycle) in a non-trolley wire section 24; a remaining battery charge target increase amplitude calculation unit 12b calculates a remaining battery charge target increase amplitude (Wcycle+Wstep) by adding a predetermined remaining battery charge additional amount (Wstep) to the remaining battery charge reduction amount (Wcycle); a remaining battery charge target value calculation unit 12c calculates a remaining battery charge target value (Wref) by adding a remaining battery charge target increase amplitude (Wcycle+Wstep) to the remaining battery charge at the start of travel in the trolley wire section 22; and a driving action assistance unit 12d assists in driving action to make the remaining battery charge (Wbat) at the end of travel in the trolley wire section 22 consistent with the remaining battery charge target value (Wref).

[0087] According to the present embodiment configured as described above, by assisting the driving operation of gradually increasing the remaining battery capacity (Wbat) (each by the remaining battery capacity additional amount (Wstep)) in a plurality of driving cycles, it is possible to suppress a decrease in the transport efficiency and prevent overdischarge of the battery 1.

[0088] Furthermore, the dump truck of the present embodiment includes a display device 18, and the travel operation assisting unit 12d is composed of a recommended travel speed calculating unit 12d that calculates a recommended travel speed for the trolley section 22. The recommended travel speed calculating unit 12d calculates the remaining charging time in the trolley section 22 by dividing the difference between the battery remaining amount target value (Wref) and the battery remaining amount (Wbat) by the battery charging power, calculates the recommended travel speed by dividing the remaining travel distance of the trolley section 22 by the remaining charging time, and outputs the recommended travel speed to the display device 18. Thus, by the driver operating according to the recommended travel speed displayed on the display device 18, the battery remaining amount (Wbat) at the end of the travel in the trolley section 22 can be made to coincide with the battery remaining amount target value (Wref).

[0089] In addition, the battery remaining amount reduction amount calculation unit 12a of the present embodiment is composed of a battery remaining amount change recording unit 12a that records the battery remaining amount change in the non-sliding wire section 24, and the battery remaining amount change recording unit 12a calculates the battery remaining amount reduction amount (Wcycle) using the recorded value of the battery remaining amount change. Thus, the battery remaining amount reduction amount (Wcycle) can be calculated based on the battery remaining amount change in the past non-sliding wire section 24.

[0090] In addition, the battery remaining amount target increase range calculation unit 12b of the present embodiment calculates the battery remaining amount additional amount (Wcycle) by multiplying the obtained value by the battery remaining amount reduction amount (Wcycle) to calculate the battery remaining amount additional amount (Wstep) (Formula 3), by subtracting the minimum average driving speed (Vrecover) of the trolley wire section 22 when the battery remaining amount is recovered and the battery remaining amount additional amount (Wstep) is greater than zero from the average driving speed (Vstable) of the trolley wire section 22 when the battery remaining amount is stable (Wstep) (Formula 3). In this way, the driving speed reduction of the trolley wire section 22 can be converged within the allowable range.

[0091] In addition, the battery remaining target value calculation unit 12c of the present embodiment calculates the predicted values ​​of the battery remaining maximum value (Wmax) and the battery remaining minimum value (Wmin) when the vehicle travels in the non-trolley wire section 24 after charging the battery 1 to the battery remaining target value (Wref) in the trolley wire section 22. When the predicted value of the battery remaining maximum value (Wmax) exceeds the battery remaining upper limit value (Wref_hi) set based on the battery life, the battery remaining target value (Wref) is corrected to the decreasing side, and when the predicted value of the battery remaining minimum value (Wmin) is lower than the battery remaining lower limit value (Wref_low) set based on the battery life, the battery remaining target value (Wref) is corrected to the increasing side. Thus, the variation of the battery remaining amount can be converged within the range of the battery remaining upper limit value (Wref_hi) and the battery remaining lower limit value (Wref_low).

[0092] Example 2

[0093] The second embodiment of the present invention will be described with a focus on the differences from the first embodiment. In the first embodiment, the target battery remaining amount (Wref) is calculated using the battery remaining amount change amount (Wcycle, Wup, Wdown) calculated based on the recorded value of the battery remaining amount change, but in the present embodiment, the target battery remaining amount (Wref) is calculated using the battery remaining amount change amount (Wcycle, Wup, Wdown) calculated based on the predicted value of the battery remaining amount change.

[0094] Fig.121 is a block diagram showing the processing related to the calculation of the target value of the remaining battery level in the vehicle control device 12 of the present embodiment. Fig.12 In the present embodiment, the vehicle control device 12 includes a battery remaining amount change prediction unit 12f instead of the battery remaining amount change recording unit 12a ( Figure 6 The remaining battery capacity change prediction unit 12f calculates the predicted value of the remaining battery capacity change amount (Wcycle, Wup, Wdown) based on the slip signal, the remaining battery capacity, the load amount, and the driving road slope information. The remaining battery capacity change prediction unit 12f of this embodiment constitutes a remaining battery capacity decrease calculation unit that calculates the remaining battery capacity decrease amount (Wcycle).

[0095] The remaining battery capacity change prediction unit 12f also inputs the load amount and the driving road slope information. When entering the non-slip wire section 24, the remaining battery capacity change prediction unit 12f calculates the predicted value of the remaining battery capacity change amount (Wcycle, Wup, Wdown) in the non-slip wire section 24 based on the load amount and the driving road slope information. The driving road slope information may be set to a predetermined value in advance, or may be calculated based on the change in the slope measurement value of the past driving cycle.

[0096] Fig.13 This is a flowchart showing the processing of the remaining battery level variation prediction unit 12f.

[0097] First, the battery remaining amount change prediction unit 12 f divides the non-sliding wire section 24 into N sections, and assigns section numbers from 1 to N to the divided sections (step S400 ).

[0098] In step S401, the section number of the calculation target segment section (hereinafter referred to as the calculation target segment section) is set to 1, and the battery remaining capacity (Wbat) when entering the non-trolley section 24 is set as the battery remaining capacity (Wout_before) when exiting the segment section (step S401).

[0099] Following step S401 , the height difference (Hdiff) between the start point and the end point of the calculation target divided section is calculated based on the slope information of the calculation target divided section (step S402 ).

[0100] Following step S402, the energy consumed by the height difference (Hdiff) (hereinafter referred to as height difference consumed energy) (W1) is calculated by multiplying the total weight (Mtotal) which is the sum of the vehicle body weight and the load amount, the height difference (Hdiff) and the gravitational acceleration (g) (step S403).

[0101] Following step S403, the energy consumed by the rolling resistance (Fc) (hereinafter referred to as resistance consumption energy) (W2) is calculated. The rolling resistance (Fc) is calculated by multiplying the vertical resistance obtained by multiplying the total weight (Mtotal) and the gravitational acceleration (g) by the rolling resistance coefficient (Rc). The rolling resistance coefficient (Rc) is the ratio of the rolling resistance (Fc) to the vertical resistance. A constant value is set in advance, or the change of the rolling resistance coefficient (Rc) relative to the load is saved as a table, and the rolling resistance coefficient (Rc) that changes according to the load is used with reference to the table. The resistance consumption energy (W2) is calculated by multiplying the rolling resistance (Fc) by the length (L) of the calculation object segmentation interval. The sum of the height difference consumption energy (W1) and the resistance consumption energy (W2) is the energy consumed by driving in the calculation object segmentation interval.

[0102] Next, in step S404, the energy consumption due to the height difference (W1) and the energy consumption due to the resistance (W2) are added with the energy loss (Wloss) generated when the charge and discharge power of the battery 1 is converted into the tire driving force, to calculate the battery remaining difference (Wdiff) (step S405). The energy loss (Wloss) can be calculated by multiplying the energy consumption due to the height difference (W1) and the energy consumption due to the resistance (W2) by a certain ratio, or the change in the energy loss (Wloss) relative to the sum of the energy consumption due to the height difference (W1) and the energy consumption due to the resistance (W2) can be saved as a table, and the energy loss (Wloss) can be calculated by referring to the table.

[0103] Following step S405, the remaining battery level difference (Wdiff) is subtracted from the remaining battery level (Wout_before) at the time of exit of the previous divided section to calculate the remaining battery level (Wout) at the time of exit of the calculation target divided section and store it (step S406).

[0104] Following step S406, it is determined whether the calculation target interval number is N (the battery remaining amount (Wout) at the time of exiting all the divided intervals is calculated) (step S407). If the result of the determination in step S407 is "No", the interval number of the calculation target divided interval is increased by 1, and the battery remaining amount (Wout_before) at the time of exiting the previous divided interval is set as the battery remaining amount (Wout) at the time of exiting the calculation target divided interval (step S408), and the process returns to step S402.

[0105] If the judgment result of step S407 is "yes", the maximum value of the battery remaining capacity (Wout) at the time of exiting each divided interval is set as the maximum increase amount of the battery remaining capacity (Wup), and the minimum value is set as the maximum decrease amount of the battery remaining capacity (Wdown). The battery remaining capacity reduction amount (Wcycle) is calculated by subtracting the battery remaining capacity (Wout) at the time of exiting the Nth divided interval from the battery remaining capacity (Wbat) when entering the non-sliding wire interval 24 (step S409), and the process ends.

[0106] In addition, there is no particular limitation on the method for predicting the battery remaining capacity change in the non-slip wire section 24, as long as the predicted value of the battery remaining capacity change (Wcycle, Wup, Wdown) can be calculated. For example, the load amount and the driving road slope information can be input into the vehicle body mechanics model and the electric drive system model, and the predicted value of the battery remaining capacity change (Wcycle, Wup, Wdown) can be calculated by numerical analysis.

[0107] (Summarize)

[0108] The battery remaining charge reduction amount calculation unit 12f of the present embodiment is composed of a battery remaining charge change prediction unit 12f for predicting the battery remaining charge change in the non-sliding wire section 24. The battery remaining charge change prediction unit 12f uses the load amount of the dump truck and the slope information of the non-sliding wire section 24 to calculate the predicted value of the battery remaining charge change in the non-sliding wire section 24 (the battery remaining charge at the time of exiting each divided section (Wout)), and uses the predicted value of the battery remaining charge change to calculate the battery remaining charge reduction amount (Wcycle) in the non-sliding wire section 24.

[0109] In the present embodiment configured as above, the same effects as those of the first embodiment can be achieved. In addition, by calculating the battery remaining capacity reduction amount (Wcycle) in the non-slip wire section 24 using the load of the dump truck and the slope information of the non-slip wire section 24, the battery remaining capacity target value (Wref) can be set to a more appropriate value.

[0110] Example 3

[0111] The third embodiment of the present invention will be described with a focus on the differences from the first embodiment. In this embodiment, the battery charging power is controlled during travel in the trolley section 22 so that the battery remaining capacity (Wbat) at the end of travel in the trolley section 22 matches the battery remaining capacity target value (Wref).

[0112] Fig.14 FIG. 1 is a block diagram showing the processing related to battery charging power control of the vehicle control device 12 of this embodiment. Fig.14In the embodiment, the vehicle control device 12 includes a trolley wire section travel time calculation unit 12g for calculating the travel time of the trolley wire section 22 and a battery charge power command value calculation unit 12h for calculating the battery charge power command value.

[0113] The trolley section travel time calculation unit 12g calculates the time that the trolley signal is continuously turned on as the trolley section travel time. The trolley section travel time can be calculated based on the trolley section travel time of one driving cycle, or the trolley section travel time calculated in a plurality of past driving cycles is retained and filtered (for example, moving average processing) to calculate. In addition, when the trolley section travel time is known, the trolley section travel time calculation unit 12g may not be provided, and the trolley section travel time may be set to a constant value.

[0114] The battery charging power command value calculation unit 12h calculates the remaining trolley section travel time by subtracting the elapsed time after entering the trolley section 22 from the trolley section travel time, calculates the remaining charge amount by subtracting the battery remaining amount from the battery remaining amount target value, calculates the battery charging power command value by dividing the remaining charge amount by the remaining trolley section travel time, and outputs the battery charging power command value to the battery converter 13. The battery converter 13 controls the battery charging power in a manner consistent with the battery charging power command value.

[0115] (Summarize)

[0116] The vehicle control device 12 of this embodiment has: a trolley section travel time calculation unit 12g, which calculates the travel time of the trolley section 22; and a battery charging power command value calculation unit 12h, which calculates the remaining travel time of the trolley section 22 by subtracting the elapsed time after entering the trolley section 22 from the travel time, subtracts the battery remaining capacity (Wbat) from the battery remaining capacity target value (Wref) to calculate the remaining charge capacity, calculates the battery charging power command value by dividing the remaining charge capacity by the remaining travel time, and outputs the battery charging power command value to the battery converter 13.

[0117] The present embodiment configured as above can also achieve the same effects as those of the first embodiment. In addition, the battery charging power can be minimized and the battery remaining amount target value (Wref) can be charged, so that the battery 1 can be prevented from deteriorating.

[0118] Example 4

[0119] The fourth embodiment of the present invention will be described with a focus on the differences from the first embodiment. In the first embodiment, the recommended travel speed in the trolley section 22 is calculated and displayed to the driver, but in the present embodiment, the travel motor 2 is driven so that the travel speed in the trolley section 22 is consistent with the recommended travel speed.

[0120] Fig.15 1 is a block diagram showing the processing related to driving maneuver assistance of the vehicle control device 12. Fig.15 In the embodiment, the recommended travel speed calculation unit 12d outputs the travel speed command value corresponding to the recommended travel speed to the inverter 9. As a result, the inverter 9 drives the travel motor 2 in a manner consistent with the recommended travel speed, and the dump truck travels at the recommended travel speed. The recommended travel speed calculation unit 12d of this embodiment, like the first embodiment, constitutes a travel operation assisting unit that assists the travel operation to make the battery remaining amount (Wbat) at the end of the travel of the trolley section 22 consistent with the battery remaining amount target value (Wref).

[0121] (Summarize)

[0122] The driving action assisting unit 12d of the present embodiment is composed of a recommended driving speed calculating unit 12d for calculating the recommended driving speed of the trolley wire section 22. The recommended driving speed calculating unit 12d calculates the remaining charging time of the trolley wire section 22 by dividing the difference between the battery remaining capacity target value (Wref) and the battery remaining capacity (Wbat) by the battery charging power, calculates the recommended driving speed by dividing the remaining driving distance of the trolley wire section 22 by the remaining charging time, and outputs a driving speed command value corresponding to the recommended driving speed to the inverter 9.

[0123] In the present embodiment configured as above, the same effects as those of the first embodiment can be achieved. In addition, since the travel speed in the trolley section 22 can be made consistent with the recommended travel speed regardless of the driver's operation, the remaining battery charge (Wbat) at the end of the travel in the trolley section 22 can be made consistent with the target remaining battery charge value (Wref) accurately.

[0124] Description of Reference Numerals

[0125] 1…Battery

[0126] 2…Motor for driving

[0127] 3L, 3R…driven wheel

[0128] 4L, 4R…Drive wheels

[0129] 5…Driver’s seat

[0130] 6L, 6R…Pantograph

[0131] 7L, 7R… sliding connection

[0132] 8…Carrier

[0133] 9…Inverter

[0134] 10…Slip joint box

[0135] 11…External resistor

[0136] 12…Vehicle Control Devices

[0137] 12a ...Battery remaining amount change recording unit (battery remaining amount reduction calculation unit)

[0138] 12b…Battery remaining power target increase range calculation unit

[0139] 12c ...Battery remaining amount target value calculation unit

[0140] 12d ... Recommended driving speed calculation unit (driving action assist unit)

[0141] 12e…Calculation of the length of the trolley section

[0142] 12f ...Battery remaining amount change prediction unit (battery remaining amount decrease calculation unit)

[0143] 12g…Trolley section travel time calculation unit

[0144] 12h…Battery charging power command value calculation unit

[0145] 13…Battery Converter

[0146] 14…Accelerator pedal

[0147] 15…Brake pedal

[0148] 16…Vehicle speed sensor

[0149] 17… Load sensor

[0150] 18…Display device

[0151] Area 18a~18d…

[0152] 20…Loading yard

[0153] 21…Unloading site

[0154] 22… Sliding connection section

[0155] 23… Ground power supply equipment

[0156] 24…Non-slip connection section.

Claims

1. A dump truck comprising: Motor for driving; an inverter that converts DC power into AC power and supplies the AC power to the driving motor; Battery; a battery converter that controls the charge and discharge power of the battery; a pantograph, which receives power from the cable wire; and A vehicle control device, which controls the battery converter and the inverter so that power is supplied from the trolley to the battery and the driving motor in a driving section where the trolley is provided, i.e., a trolley section, and controls the battery converter and the inverter so that power is supplied from the battery to the driving motor in a driving section where the trolley is not provided, i.e., a non-trolley section, It is characterized in that The vehicle control device comprises: a battery remaining amount reduction calculation unit, which calculates the battery remaining amount reduction in the non-sliding wire section; a battery remaining amount target increase range calculation unit configured to calculate the battery remaining amount target increase range by adding a predetermined battery remaining amount additional amount to the battery remaining amount decrease amount; a battery remaining amount target value calculation unit that calculates a battery remaining amount target value by adding the battery remaining amount target increase range to the battery remaining amount at the start of traveling in the trolley wire section; and A travel operation assisting unit assists the travel operation so that the remaining battery level at the end of travel in the trolley section matches the remaining battery level target value.

2. The dump truck according to claim 1, characterized in that: The dump truck is provided with a display device. The travel operation assisting unit is composed of a recommended travel speed calculating unit that calculates a recommended travel speed in the trolley wire section. The recommended travel speed calculation unit calculates the remaining charging time of the trolley section by dividing the difference between the battery remaining amount target value and the battery remaining amount by the battery charging power. The recommended travel speed calculation unit calculates the recommended travel speed by dividing the remaining travel distance of the trolley section by the remaining charging time. The recommended traveling speed calculation unit outputs the recommended traveling speed to the display device.

3. The dump truck according to claim 1, characterized in that: The travel operation assisting unit is composed of a recommended travel speed calculating unit that calculates a recommended travel speed in the trolley wire section. The recommended travel speed calculation unit calculates the remaining charging time of the trolley section by dividing the difference between the battery remaining amount target value and the battery remaining amount by the battery charging power. The recommended travel speed calculation unit calculates the recommended travel speed by dividing the remaining travel distance of the trolley section by the remaining charging time. The recommended traveling speed calculation unit outputs a traveling speed instruction value corresponding to the recommended traveling speed to the inverter.

4. The dump truck according to claim 1, characterized in that: The battery remaining amount reduction calculation unit is composed of a battery remaining amount change recording unit that records the battery remaining amount change in the non-sliding wire section. The remaining battery level change recording unit calculates the remaining battery level reduction amount using the recorded value of the remaining battery level change.

5. The dump truck according to claim 1, characterized in that: The battery remaining amount reduction calculation unit is composed of a battery remaining amount change prediction unit that predicts the battery remaining amount change in the non-sliding wire section. The battery remaining amount change prediction unit calculates a predicted value of the battery remaining amount change in the non-sliding wire section by using the load amount of the dump truck and the slope information of the non-sliding wire section. The remaining battery level change prediction unit calculates a remaining battery level decrease amount in the non-trolley wire section using the predicted value of the remaining battery level change.

6. The dump truck according to claim 1, characterized in that: The battery remaining amount target increase range calculation unit calculates the battery remaining amount additional amount by subtracting the minimum average driving speed of the trolley wire section allowed when the battery remaining amount is restored and the battery remaining amount is greater than zero from the average driving speed of the trolley wire section when the battery remaining amount is stable and the battery remaining amount is zero, and divides the difference by the minimum average driving speed, and then multiplies the obtained value by the battery remaining amount reduction amount to calculate the battery remaining amount additional amount.

7. The dump truck according to claim 1, characterized in that: The target battery remaining amount calculation unit calculates predicted values ​​of a maximum battery remaining amount and a minimum battery remaining amount when the battery is charged to the target battery remaining amount value in the trolley section and then travels in the non-trolley section. When the predicted value of the maximum remaining battery level exceeds the upper limit of the remaining battery level set based on the battery life, the remaining battery level target value calculation unit corrects the remaining battery level target value toward a decreasing side. The target battery level calculation unit corrects the target battery level value toward an increase when the predicted value of the minimum battery level value is lower than a lower limit value of the battery level set based on the battery life.

8. The dump truck according to claim 1, characterized in that: The vehicle control device comprises: a trolley wire section travel time calculation unit, which calculates the travel time of the trolley wire section; and a battery charging power command value calculation unit that calculates a remaining travel time in the trolley section by subtracting an elapsed time after entering the trolley section from the travel time, calculates a remaining charge amount by subtracting the battery remaining amount from the battery remaining amount target value, calculates a battery charging power command value by dividing the remaining charge amount by the remaining travel time, and outputs the battery charging power command value to the battery converter.

Images