Travel pattern determination device and travel pattern determination method

Abstract

When the CCV of a storage battery becomes high, there are cases where regenerative power cannot be sufficiently recovered via control that suppresses regenerative current. The present invention relate

Description

Technical Field

[0001] The present invention relates to a travel pattern determination device and travel pattern determination method for a railway vehicle (hereinafter simply referred to also as a "vehicle"). Background Art

[0002] In order to reduce the environmental load, it is expected that fossil fuel-powered automobiles and diesel railcars will be replaced by electric vehicles and storage battery-powered railway vehicles, respectively. The electric vehicles and the storage battery-powered railway vehicles have storage batteries mounted on a vehicle body. Therefore, the electric vehicles and the battery-powered railway vehicles not only emit no carbon dioxide during acceleration, but also convert kinetic energy into electrical energy by using a regenerative brake during braking to charge the storage batteries. This makes it possible to improve energy efficiency. The storage batteries are mounted on the vehicle body. However, there is a limit to the space available for storage battery mounting. Therefore, one of the challenges facing the electric vehicles and the battery-powered railway vehicles is extending their cruising range. To extend the cruising range, it is necessary to reduce the power consumption. Particularly, it is necessary to maximize the amount of regenerative power by regenerative braking. Generally, when strong braking is applied as desired while a vehicle speed is high, using the regenerative brake alone is insufficient to provide a desired braking force. Therefore, the shortfall is compensated for by mechanical braking. Mechanical braking consumes kinetic energy as thermal energy, and thus is equivalent to a decrease in the amount of regenerative power. Stated differently, a braking pattern that does not use a mechanical brake should preferably be generated to reduce the power consumption.

[0004] Japanese Unexamined Patent Application Publication No. 2017-85688 (Patent Literature 1) states that an automatic train operation device includes maximum braking force setting means for setting maximum braking force characteristics of all electric brakes of an own train at least in accordance with load response information regarding the own train, and cruising speed setting means for setting, in accordance with information regarding the maximum braking force characteristics and information regarding a target arrival time of reaching the next station, a cruising speed for arriving and stopping at the next station by using the maximum braking force of all the electric brakes so as to stop at the next station before the target arrival time. Patent Literature 1 further states that the automatic train operation device includes braking pattern determination means for determining, in accordance with information regarding the cruising speed, a braking pattern to be used until arriving at the next station, and automatically controls the train’s traveling speed in accordance with the cruising speed and the braking pattern (see Abstract). Citation List Patent Literature

[0005] Patent Literature 1: Japanese Unexamined Patent Application Publication No. 2017-85688 Summary of Invention Technical Problem

[0006] As a result of intensively studying railway vehicle operation control, the inventors of the present invention have come to the following findings. In the first place, Patent Literature 1 refers to trains that are not equipped with storage batteries. Further, if a technology disclosed in Patent Literature 1 is applied to a railway vehicle equipped with a storage battery, only one braking pattern is generated. Therefore, in a case where an electric braking force becomes strong, the regenerative current flowing through the storage battery increases to raise the terminal voltage of the storage battery (hereinafter referred to as the CCV (Closed Circuit Voltage)).

[0007] Meanwhile, the CCV range of the storage batteries is determined by their specifications. Therefore, railway vehicles equipped with storage batteries are controlled to suppress the regenerative current in order to prevent the CCV of the storage batteries from becoming excessively high. That is to say, the electric brakes are controlled to suppress the regenerative current. The amount of suppression is then compensated for by mechanical braking.

[0008] Consequently, when the CCV of the storage battery becomes high in a situation where the technology disclosed in Patent Literature 1 is applied to a railway vehicle equipped with the storage battery, there may arise a case where the regenerative power cannot be sufficiently recovered by exercising control to suppress the regenerative current.

[0009] An object of the present invention is to recover more regenerative power and reduce power consumption in a railway vehicle equipped with a storage battery when the railway vehicle travels by using a braking pattern involving the use of electric brakes. Solution to Problem

[0010] The present invention relates to generating an electric braking pattern for a predetermined braking notch, generating a provisional travel pattern in accordance with the generated electric braking pattern and with a target arrival time for reaching a target location, calculating a terminal voltage of the storage battery for the generated provisional travel pattern by using an SOC of the storage battery, and determining a travel pattern of a railway vehicle from the provisional travel pattern by using the calculated terminal voltage of the storage battery. Advantageous Effects of Invention

[0011] According to the present invention, when a railway vehicle equipped with a storage battery travels using a braking pattern involving the use of electric brakes, the results of calculation of the terminal voltage of the storage battery can be used to determine a travel pattern for the railway vehicle that can recover more regenerative power, thereby reducing power consumption. Brief Description of Drawings

[0012] FIG. 1 is a schematic diagram illustrating a vehicle according to a first embodiment. FIG. 2 is a circuit diagram illustrating a power conversion system according to the first embodiment. FIG. 3 is a diagram illustrating an example of the overall configuration of an automatic train operation device according to the first embodiment. FIG. 4 is an equivalent circuit diagram illustrating a storage battery according to the first embodiment. FIG. 5 is a flowchart illustrating the operation of the automatic train operation device according to the first embodiment. FIG. 6 illustrates the characteristics of electric braking force and regenerative power of the vehicle according to the first embodiment. FIG. 7 illustrates the examples of patterns generated by the automatic train operation device according to the first embodiment. FIG. 8 illustrates estimated amounts of electric power in the patterns generated by the automatic train operation device according to the first embodiment. FIG. 9 is a diagram illustrating an example of the overall configuration of a train operation support device according to a second embodiment. FIG. 10 is a diagram illustrating an example of the overall configuration of the automatic train operation device according to a third embodiment. FIG. 11 is a flowchart illustrating the automatic train operation device according to the third embodiment. FIG. 12 is a flowchart illustrating the automatic train operation device according to a fourth embodiment. Description of Embodiments

[0013] In the following descriptions of embodiments of the present invention, an automatic train operation device 200 and a train operation support device 700, which are examples of a travel pattern determination device, will be described with reference to the accompanying drawings. The accompanying drawings are used for understanding the present invention, and do not narrow the scope of the rights. First Embodiment

[0014] FIG. 1 is a schematic diagram illustrating a vehicle 3 according to a first embodiment. As depicted in FIG. 1, the vehicle 3 receives electricity from an overhead contact line 1 through a current collector 4, and is driven by an electric motor 5 to rotate wheels 7, thereby moving forward or backward The following description is given on the assumption that the voltage of the overhead contact line 1 is 20 kV AC. A circuit breaker 8, a traction transformer 9, a power conversion device 10, a storage battery box 11, and the automatic train operation device 200 are mounted as electrical equipment for driving the vehicle 3. The power conversion device 10 is controlled in accordance with signals outputted from the automatic train operation device 200.

[0015] Although each piece of the electrical equipment depicted in FIG. 1 is in separate boxes, packaging density may be increased by housing some or all pieces of the electrical components in a single box. Further, although the circuit breaker 8 is mounted on the roof of the vehicle 3, it may be mounted under the floor, and the other pieces of the electrical equipment may be mounted in any space of the vehicle 3. Furthermore, in a case where the voltage of the overhead contact line 1 is DC, the traction transformer 9 may be a DC reactor. A rail 2 additionally functions as an electrical ground. The electric motor 5 is mounted on a bogie 6. The bogie 6 supports the vehicle 3.

[0016] The electric motor 5 may be either an induction motor or a permanent magnet synchronous motor. When the induction motor is used as the electric motor 5, a single unit of the power conversion device 10 can drive a plurality of electric motors 5. Meanwhile, when a synchronous motor is used as the electric motor 5, the number of electric motors 5 that can be driven by a single unit of the power conversion device 10 is limited to one. The configuration of a power conversion system is described below.

[0017] FIG. 2 is a circuit diagram illustrating a power conversion system for the vehicle 3 according to the present embodiment. The power conversion system uses the current collector 4 to receive electric power from the overhead contact line 1, uses the traction transformer 9 to convert the voltage level through the circuit breaker 8, and then supplies the resulting electric power to the power conversion device 10. Charging circuits, including contactors 13a, 13b and a charging resistor 14a, are mounted on the output stage of the traction transformer 9 as parts of the power conversion device 10. These charging circuits may be mounted in a box separate from the box for the power conversion device 10, and the circuit breaker 8 and the traction transformer 9 may be housed in the same box as the power conversion device 10.

[0018] The power conversion device 10 has the function of converting the AC power received by the current collector 4 into DC power, and then converting the resulting DC power back into AC power, thereby controlling the electric power of the electric motor 5. The power conversion device 10 includes switching elements Q1-Q10, anti-parallel diodes D1-D10, and a filter capacitor 15. The switching elements Q7-Q8 and the switching elements Q9-Q10 are connected in series, respectively, and have the AC-to-DC conversion function when viewed from the overhead contact line 1. Similarly, the switching elements Q1-Q2, the switching elements Q3-Q4, and the switching elements Q5-Q6 are connected in series, respectively, and have the DC-AC power conversion function when viewed from the overhead contact line 1. The present embodiment is described on the assumption that the power conversion device 10 has, for example, a two-level circuit configuration. However, the power conversion device 10 is also applicable to a multi-level circuit configuration having three or more levels.

[0019] In a case where the switching elements Q1-Q10 are IGBTs (Insulated Gate Bipolar Transistors), anti-parallel freewheeling diodes (hereinafter simply referred to also as the "diodes") DI to DIO are required, which are connected in anti-parallel to the main terminals of the switching elements. The diodes D1-D10 pass a return current when the switching elements Q1-Q10 are off.

[0020] Meanwhile, in a case where the switching elements Ql-Q10 are MOSFETs (Metal Oxide Semiconductor Field Effect Transistors) , MOSFET body diodes may be used as the diodes D1-D10. As described above, in a case where the switching elements Q1-Q10 are, for example, MOSFETs and have body diodes, the MOSFET body diodes may be used without connecting diodes in anti-parallel to the switching elements Q1-Q10. Using a body diode as a freewheeling diode makes it possible to reduce the number of chips of the diodes D1-D10 and downsize the power conversion device 10.

[0021] Further, two switching elements (e.g., switching elements QI, Q2) connected in series may be housed in the same package to form a 2-in-l package. When the 2-in-l package is adopted, the power conversion device 10 can be made smaller than in the case of a 1-in-l package. The switching elements Q1-Q10 may be MOSFETs, IGBTs, or multigate IGBTs. When these switching elements are applied, it is possible to reduce electric power and downsize the power conversion device 10.

[0022] The semiconductor material of the switching elements Q1-Q10 and diodes D1-D10 may be Si (silicon), SiC (silicon carbide) or GaN (gallium nitride) which are semiconductors having a wider band gap than Si. These wide band-gap semiconductors can reduce the occurrence of loss as compared to Si. Consequently, the power conversion device 10 can be downsized.

[0023] The storage battery box 11 includes contactors 13c, 13d and a charging resistor 14b, which are charging circuits, and additionally has a storage battery circuit breaker 16 and a storage battery 17. Here, the above-mentioned devices may be housed in separate boxes instead of being housed in the storage battery box 11.

[0024] The power conversion device 10 outputs pulsed AC power through the filter capacitor 15 by controlling the ON and OFF states of the switching elements Q1-Q10. This AC power is supplied to the electric motor 5 and converted into mechanical energy for the purpose of moving the vehicle 3 forward or backward. In a case where the vehicle 3 is connected to the overhead contact line 1, either or both of the overhead contact line 1 and the storage battery 17 act as a power source. Meanwhile, in a case where the vehicle 3 is not connected to the overhead contact line 1, the storage battery 17 acts as the power source.

[0025] When the vehicle 3 decelerates, the electric motor 5 functions as a generator acting as a regenerative brake, and thus outputs three-phase AC power, which is then subjected to AC-to-DC conversion by the switching elements Q1-Q6 and the diodes D1-D6. Regenerative power, which is described above, is used as electric power for moving other traction vehicles (not depicted) forward or backward via an AC-to-DC conversion device, which is formed by the switching elements Q7-Q10 and the diodes D7-D10, and the overhead contact line 1, or is used to charge the storage battery 17. Further, when an attempt is made to achieve strong braking while the vehicle 3 is traveling at a high speed, braking force provided by regenerative braking alone is insufficient. As a result, a mechanical brake operates. Mechanical braking consumes kinetic energy as thermal energy. This reduces the amount of regenerative power that can normally be charged to the storage battery.

[0026] Incidentally, the storage battery 17 has an internal impedance (not depicted). Therefore, when a current flows from the storage battery 17 to the electric motor 5 in order to accelerate the vehicle 3, the CCV of the storage battery 17 becomes lower than the open circuit voltage (hereinafter referred to as the OCV) . Conversely, when a current flows from the electric motor 5 to the storage battery 17 due to regenerative braking for decelerating the vehicle 3, the CCV of the storage battery 17 becomes higher than the OCV. Accordingly, when the CCV becomes higher than a predetermined value, the regenerative braking force may occasionally be weakened and compensated for by mechanical braking in order to protect the storage battery 17 against overvoltage.

[0027] Signals for controlling the ON and OFF states of the switching elements Q1-Q10 are generated by a logic section 12. The logic section 12 is connected to the automatic train operation device 200 and configured to control the electric motor 5 so as to accelerate and decelerate the vehicle 3 in accordance with a pattern outputted from the automatic train operation device 200. A configuration of the automatic train operation device 200 is described below.

[0028] FIG. 3 is a diagram illustrating an example of the overall configuration of the automatic train operation device 200 according to the present embodiment. The automatic train operation device 200 has travel pattern planning means 201 and operation command calculation means 206, and outputs a control command. The control command is a notch command for accelerating or decelerating the vehicle 3.

[0029] The travel pattern planning means 201 has braking pattern generation means 202 for generating a plurality of braking patterns in accordance with operating condition information II. The operating condition information II includes a load response of the vehicle 3 and a target arrival time, and preferably includes, for example, weather information, scheduled departure time, route conditions, and vehicle conditions. Further, when a braking pattern is to be generated, it is preferable that a braking notch providing a stronger braking force be used. When the braking force is strong, the time required for deceleration can be reduced to increase the period of high-speed traveling before deceleration, and thus reduce the maximum speed. As a result, it is expected that power consumption will be reduced.

[0030] Constant-speed running / coasting / acceleration pattern generation means 203 generates a plurality of acceleration patterns based on the generated braking pattern. The constant-speed running / coasting / acceleration pattern generation means 203 may generate an acceleration pattern by using the operating condition information II. Further, if the target arrival time cannot be met when the generated braking pattern and acceleration pattern are combined, either or both of constant-speed running and coasting are inserted as needed. When either or both of constant-speed running and coasting are inserted into the braking pattern and the acceleration pattern as described above, a provisional travel pattern is generated.

[0031] Storage battery status including the temperature of the storage battery 17, the SOC (State of Charge) indicating, for example, the charge status and charge percentage of the storage battery 17, and the SOH (State of Health) indicating, for example, the health and deterioration of the storage battery 17, is detected by using battery status detection means (not depicted) and transmitted to the automatic train operation device 200 through the logic section 12. In the above instance, information exchange between the logic section 12 and the automatic train operation device 200 may be performed in either wired or wireless mode. The status of the storage battery 17 is written to CCV calculation means 204 included in the travel pattern planning means 201.

[0032] The CCV calculation means 204 includes an equivalent circuit model of the storage battery 17, and calculates the CCV for one provisional travel pattern generated by the braking pattern generation means 202 and the constant-speed running / coasting / acceleration pattern generation means 203. More specifically, one CCV (e.g., a graph with the horizontal axis representing a vehicle location [km] and the vertical axis representing the CCV [V]) is calculated for one provisional travel pattern (e.g., a graph with the horizontal axis representing the vehicle location [km] and the vertical axis representing a vehicle speed [km / h]). After the provisional travel pattern is generated by the braking pattern generation means 202 and the constant-speed running / coasting / acceleration pattern generation means 203, an operation is performed to calculate the CCV for the provisional travel pattern. As a result, the CCV corresponding to each provisional travel pattern is calculated for a plurality of provisional travel patterns. In such a case, not only the provisional travel pattern but also information used by the braking pattern generation means 20, such as the load response and the scheduled departure time, may be directly used. Further, it is preferable that storage battery information 12 be taken into consideration when the CCV is to be calculated. The storage battery information 12 represents information such as the storage battery temperature, SOC, and SOH.

[0033] A travel pattern determination means 205 determines the travel pattern of the vehicle 3 by using the results of calculation of the CCV corresponding to the plurality of provisional travel patterns while the CCV is lower than the upper limit. In the above instance, it is preferable that a provisional travel pattern with great braking force characteristics be determined as the travel pattern of the vehicle 3. Further, the operating condition information II may be used for determination. Here, whether the CCV is lower than the upper limit is determined based on the whole provisional travel pattern. Furthermore, the upper limit of the CCV is set, for example, as a value at which the mechanical brake operates. In this instance, when the CCV is set lower than the upper limit, electric braking can be achieved without operating the mechanical brake. This results in an increase in the amount of regenerative power. Alternatively, the upper limit value may be set to a value at which the deterioration of the storage battery 17 is less likely to progress. In this case, the amount of regenerative power can be increased while preventing the deterioration of the storage battery 17. Moreover, it is preferable that the maximum braking force for lowering the CCV below the upper limit be used to decrease the power consumption by reducing the acceleration time and the cruising speed.

[0034] As a result of the above, the travel pattern planning means 201 determines the travel pattern of the vehicle 3. Here, the travel pattern planning means 201 presents the determined travel pattern by generating, for example, a graph with the horizontal axis representing the vehicle location [km] and the vertical axis representing the vehicle speed [km / h] .

[0035] The operation command calculation means 206 generates an operation command for implementing the travel pattern generated by the travel pattern planning means 201. In this instance, vehicle information 13 may be used. The vehicle information 13 includes information regarding, for example, the vehicle location and the vehicle speed. Here, the operation command represents acceleration and braking notches for the vehicle location. That is to say, the operation command calculation means 206 generates the acceleration and braking notches for the vehicle location. The automatic train operation device 200 outputs the above-described operation command to ensure that the vehicle 3 travels according to the travel pattern planned by the travel pattern planning means 201. The automatic train operation device 200 may be mounted on the vehicle 3 depicted in FIG. 1 or implemented on the ground side without being mounted on the vehicle 3.

[0037] FIG. 4 illustrates an equivalent circuit of the storage battery 17 according to the present embodiment. The equivalent circuit of the storage battery 17 includes, for example, an OCV 1000, an internal resistor 1001, and a parallel circuit of an internal resistor 1002 and a capacitor 1003, and is used to calculate the CCV of the storage battery 17. The equivalent circuit of the storage battery 17 need not necessarily be configured as depicted in FIG. 4, and may use a different model or include different component elements. Here, the values of the OCV 1000, internal resistors 1001, 1002, and capacitor 1003 need not necessarily be fixed, and may vary depending on the status of the storage battery 17, such as the SOC and temperature. When each constant varies depending on the status of the storage battery 17, the CCV of the storage battery 17 can be calculated with higher accuracy. Further, the variation of each constant may be based on referencing a function or a table. The CCV of the storage battery 17 can be calculated by solving a circuit equation through the use of the above-described equivalent circuit and the current (Electric Current) flowing through the storage battery 17.

[0038] FIG. 5 is a flowchart illustrating the operation of the automatic train operation device 200 according to the present embodiment. The operation performed in each step in the flowchart is described below.

[0039] Step 300 is the start of this flowchart. The flowchart starts after train stoppage at a station, passenger boarding / disembarking, and load response measurement. Additionally, when the load response is used to correct the braking force characteristics and tensile force characteristics, a constant acceleration / deceleration can be obtained to improve the ride comfort of the vehicle 3.

[0040] Step 301 not only detect the storage battery status by using the status detection means of the storage battery 17, but also writes the storage battery information 12 to the CCV calculation means 204 included in the travel pattern planning means 2 01.

[0041] Step 302 generates a provisional travel pattern that is a candidate for the travel pattern of the vehicle 3. It is preferable that the provisional travel pattern be generated so as to comply with the distance to a target location, the scheduled departure time, the target arrival time, and the speed limit of the vehicle 3. The target location is, for example, the next station, the last stop, or a location where a train is scheduled to stop. However, for simplicity's sake, the target location will now be referred to as the next station. An example of the provisional travel pattern is presented by a graph with the horizontal axis representing the vehicle location [km] and the vertical axis representing the vehicle speed [km / h]. When the provisional driving pattern is to be generated, the braking force characteristics are set to use only the regenerative brake (A B B’ C D in FIG. 7) . There are several possible methods for generating the provisional travel pattern. One example is described below. First, a braking pattern is generated. Here it is preferable that an all-electric braking pattern using only the regenerative brake be generated. Particularly, it is most preferable that the maximum braking force characteristics of the all-electric braking pattern be used for generation. However, an alternative is to generate a braking pattern that uses non-maximum braking force characteristics, or generate a braking pattern that uses mechanical braking in combination. Next, the acceleration pattern is generated by using the maximum tensile force characteristics (not depicted). The provisional travel pattern is generated by joining the generated acceleration and braking patterns. This generated pattern acts as the fastest travel pattern because it involves braking after acceleration and thus provides no coasting or constant-speed running. The provisional travel pattern needs to comply with the target arrival time for reaching the next station. Therefore, in a case where the travel time in the fastest travel pattern is shorter than required to comply with the target arrival time, a constant-speed running / coasting period needs to be inserted between acceleration and braking. The provisional travel pattern complying with the target arrival time is generated by adjusting a location where the above-mentioned constant-speed running / coasting is to be inserted. In addition, the CCV of the storage battery 17 need not be taken into consideration when the provisional travel pattern is to be generated.

[0042] Step 303 calculates the CCV in the provisional travel pattern. An example of the result of CCV calculation is presented by a graph with the horizontal axis representing the vehicle location [km] and the vertical axis representing the CCV [V] . When the CCV is to be calculated, it is preferable that the storage battery information 12 be taken into consideration in addition to the provisional travel pattern.

[0043] Step 304 determines whether or not the CCV is equal to or higher than the upper limit in all sections of the provisional travel pattern. If the CCV is equal to or higher than the upper limit, the processing proceeds to step 305. Meanwhile, if the CCV is lower than the upper limit, the processing proceeds to step 309.

[0044] If it is determined in step 304 that the CCV is equal to or higher than the upper limit, one of its causes is that a large regenerative current flows through the storage battery 17 due to strong regenerative braking. Therefore, in order to suppress the CCV, the braking notch is reduced to suppress regenerative braking. One method for suppressing regenerative braking is to reduce the braking notch, and step 305 determines whether the braking notch can be reduced relative to the current braking notch. If the braking notch can be reduced, the processing proceeds to step 306. Meanwhile, if the braking notch cannot be reduced, that is, if the current braking notch is minimized, the processing proceeds to step 399 in which the flowchart ends. When the flowchart ends while the braking notch is minimized and cannot be reduced, the CCV may reach its upper limit and mechanical braking may be used. However, since the CCV is less likely to reach its upper limit than in the case of a larger braking notch, more regenerative power can be recovered. Therefore, it can be expected that the power consumption can be reduced. Further, the method for weakening the regenerative braking force is not limited to reducing the braking notch. Alternatively, the regenerative braking force may be weakened within the travel pattern planning means 201.

[0045] Step 306 reduces the braking notch. Reducing the braking notch makes it possible to prevent a momentary increase in the CCV. This makes it difficult for the CCV to reach the upper limit. As a result, the use of mechanical braking can be suppressed.

[0046] Step 307 generates the braking pattern by using the braking notch reduced in step 306. Step 308 generates the constant-speed running / coasting / acceleration pattern. In this instance, it is preferable that a high acceleration notch be selected because the acceleration notch reduces the amount of traction power. Further, the constant-speed running and coasting patterns may be provided as needed. An alternative is to provide neither of them. The phrase "as needed" indicates that the constant-speed running and coasting patterns may be provided depending, for example, on the scheduled departure time and weather conditions at the target arrival time. The CCV is calculated again in step 303 for a new provisional travel pattern that is obtained by reducing the braking notch as described above. Repeating steps 303 to 308 makes it possible to generate the provisional travel pattern in which the CCV is lower than the upper limit.

[0048] If it is determined in step 304 that the CCV is lower than the upper limit, the processing proceeds to step 309. Step 309 calculates the travel time based on the generated provisional travel pattern. For example, the travel time may be indicated by a graph with the horizontal axis representing the vehicle location [km] and the vertical axis representing the travel time [sec] or indicated by a single calculated value .

[0049] Step 310 determines whether the calculated travel time and vehicle speed are within a target range. Since punctuality is important for railways, it is necessary to generate the provisional travel pattern in which the travel time is within the target range. Further, the speed limit is set in accordance with the vehicle location. Therefore, it is necessary to comply with the speed limit. If the calculated travel time and vehicle speed are within the target range, the processing proceeds to step 399 in which the flowchart ends. Meanwhile, if the calculated values are outside the target range, the processing proceeds to step 311.

[0050] Step 311 determines whether early braking can be applied. The purpose is to adjust a braking start location and keep the travel time within the target range. Early braking can be applied in a case, for example, where there is constant-speed running or coasting before the start of braking Although the above description refers to early braking, the same effect can be achieved by adjusting the acceleration time in order to keep the travel time within the target range. Therefore, step 311 may determine whether the travel time can be extended. The acceleration time can be extended in a case, for example, acceleration is followed by constant-speed running or coasting. If early braking can be applied, the processing proceeds to step 312. Meanwhile, if early braking cannot be applied, the processing returns to step 305.

[0051] Step 312 performs a process of advancing the braking start location. Advancing the braking start location increases the vehicle speed. This makes it possible to reduce the travel time. In this case, too, the acceleration time may be extended instead of advancing the braking start location .

[0052] Step 313 generates the braking pattern at the braking start location that has been advanced in step 312. In this case, too, the braking pattern may be generated at the braking start location that is determined by extending the acceleration time.

[0053] Step 314 generates the constant-speed running / coasting / acceleration pattern. In this instance, it is preferable that a high acceleration notch be selected because the acceleration notch reduces the amount of traction power. Further, the constant-speed running and coasting patterns may be provided as needed. An alternative is to provide neither of them. Therefore, for example, the acceleration pattern for the acceleration notch with the maximum tensile force characteristics and the coasting pattern provided to comply with the target departure time and arrival time are generated. Then, in step 303, the CCV is calculated again for a new provisional travel pattern that includes the braking pattern, in which the braking start location is advanced, and the constant-speed running / coasting / acceleration pattern. Repeating steps 303 and 309 to 314 makes it possible to generate the provisional travel pattern by setting the braking start location where a predetermined braking notch provides the CCV lower than the upper limit and the travel time and vehicle speed within the target range.

[0054] FIG. 6 illustrates the characteristics of electric braking force and regenerative power of the vehicle 3 according to the present embodiment. The horizontal axis of each graph represents the vehicle speed [km / h], the vertical axis of the upper graph represents the electric braking force [kN], and the vertical axis of the lower graph represents the regenerative power [kW]. For simplicity, two types of electric braking force, namely, strong braking force Brl and weak braking force Br2, are described. However, it is preferable that more types of electric braking force be settable. Further, since the regenerative power correlates with the multiplication of vehicle speed and electric braking force, an example of such multiplication is depicted.

[0055] FIG. 7 illustrates the examples of patterns generated by the automatic train operation device 200 according to the present embodiment. For simplicity, the provisional travel pattern is marked "RC1," and the travel pattern in the present embodiment is marked "RC2." The horizontal axis of each graph represents the vehicle location x [km], the vertical axis of the upper graph represents the vehicle speed [km / h], the vertical axis of the middle graph represents the CCV [V], and the vertical axis of the lower graph represents the travel time [sec]. For simplicity, the upper-limit speed is marked "VI," and the upper and lower limits of the CCV are marked "CCV1" and "CCV2," respectively.

[0056] As depicted in FIG. 7, the vehicle 3 starts traveling at vehicle location xO and stops at the next station at vehicle location x3. Here, the provisional travel pattern is a travel pattern that is generated by using the pattern of electric braking force Brl depicted in FIG. 6. Since it is assumed that only the regenerative brake is used without using the mechanical brake, the electric braking force operates on the line B’ B A depicted in FIG. 6. Stated differently, this is an operation performed to allow the electric braking force to vary with the vehicle speed in a braking section between x2 and x3.

[0057] The CCV is calculated for the provisional travel pattern depicted in FIG. 7. The provisional travel pattern depicted in conjunction with the present embodiment exceeds the upper limit of the CCV. This is because strong braking force is applied while the vehicle speed is high so that the provisional travel pattern moves along the line B' B within regenerative power characteristics depicted in FIG. 7. In this case, since the regenerative power is high, the regenerative current of the storage battery 17 becomes large, and the SOC of the storage battery 17 becomes high. As a result, the CCV becomes high. In order to lower the CCV, the operation device according to the present embodiment reduces the braking force. Specifically, a braking pattern is generated by using the pattern of the weak braking Br2 depicted in FIG. 6. Using the weak braking Br2 causes movement along the line B’ A within the regenerative power characteristics depicted in FIG. 6. In this instance, when the vehicle speed decreases due to braking, the regenerative power, that is, the regenerative current, also decreases. Consequently, the SOC of the storage battery 17 becomes higher to raise the OCV but reduce the regenerative current. This suppresses a voltage rise caused by the internal impedance of the storage battery. As a result, the CCV decreases in accordance with the vehicle speed. Accordingly, when the weak braking force Br2 is used to start braking at the vehicle location x2', the CCV becomes equal to or lower than the upper limit CCV1. The braking pattern can be determined by calculating the CCV with the braking force characteristics changed in the above manner

[0059] After the braking pattern is determined, the braking start location is advanced to generate a travel pattern in compliance with a target travel time. In the case of the provisional travel pattern RC1, which uses the strong braking Brl, the braking start location is x2. Meanwhile, in a case where the weak braking Br2 is used, the target travel time can be complied with by advancing a braking start location / acceleration end location to x2 ’ . In the above instance, the vehicle speed is equal to or lower than the upper limit VI. As a result of the above, the travel pattern RC2 in the present embodiment can be generated. In the provisional travel pattern RC1, the CCV exceeds the upper limit. In reality, therefore, the mechanical brake is used instead of an electric brake to prevent the CCV from exceeding the upper limit. The CCV does not reach the upper limit in the travel pattern RC2 in which the braking notch is reduced to apply early braking as depicted in the flowchart of the present embodiment. Consequently, the travel pattern according to the present embodiment makes it possible to reduce the power consumption by generating more regenerative power, and implement operations within the target travel time.

[0060] FIG. 8 illustrates estimated amounts of electric power in the patterns generated by the automatic train operation device 200 according to the present embodiment. For simplicity, the amount of traction power is El, and the travel pattern according to the present embodiment is such that the value indicating a traction end location is increased from xl to xl' as compared to the provisional travel pattern, that is, a traction time is lengthened to increase the amount of traction power. Meanwhile, electric braking can be implemented without resort to mechanical braking by generating a travel pattern in which the CCV is equal to or lower than the upper limit. As a result, the travel pattern according to the present embodiment is capable of providing more regenerative power than the provisional travel pattern. The power consumption is the difference between the amount of traction power and the amount of regenerative power. Accordingly, the travel pattern according to the present embodiment is able to reduce the power consumption by a greater extent. For example, as long as the capacity of the storage battery remains unchanged, reducing the power consumption has the effect of extending the distance travelled with the storage battery 17. Second Embodiment

[0061] FIG. 9 is a diagram illustrating an example of the overall configuration of the train operation support device 700 according to a second embodiment. The functions and effects of the travel pattern planning means 201 and operation command calculation means 206 are the same as those described in conjunction with the first embodiment, and therefore will not be redundantly described. The difference between the first and second embodiments and the effects of the second embodiment are described below.

[0062] The second embodiment differs from the first embodiment in that the operation command calculated by the operation command calculation means 206 is used by the train operation support device 700 to provide operational support to a train operator. In the first embodiment, the automatic train operation device 200 travels in accordance with a generated operation command. Meanwhile, in the second embodiment, the operation command is transmitted to the train operator to operate the train. One method of transmitting the operation command to the train operator is, for example, to display a screen for indicating a traveling section and a current location of the vehicle 3, and present on-screen instructions regarding the acceleration or deceleration notch for each location or range. An alternative method is, for example, to transmit instructions regarding the notch by voice guidance or use a combination of the above two methods. As described above, the operation command is transmitted to the train operator through the train operation support device 700 in order to ensure that the vehicle travels in accordance with the operation command. Consequently, even in a case where the train operator is present, the vehicle is able to travel in an energy-saving travel pattern in consideration of the CCV of the storage battery 17 without being autonomously operated as described in conjunction with the first embodiment Third Embodiment

[0063] FIG. 10 is a diagram illustrating an example of the overall configuration of the automatic train operation device 200 according to a third embodiment. The difference between the third embodiment and the embodiment depicted in FIG. 3 and the effects of the third embodiment are described below.

[0064] A power consumption calculation section 800 depicted in FIG. 10 calculates the power consumption of each of a plurality of generated provisional travel patterns. A power consumption storage section 801 stores the calculated power consumption. A travel pattern determination means 802 determines to select a travel pattern that consumes the smallest amount of power among the stored amounts of power consumption. The operation command calculation means 206 generates an operation command based on the selected travel pattern.

[0065] FIG. 11 is a flowchart illustrating the automatic train operation device 200 according to the present embodiment. The difference between the present embodiment and the embodiment depicted in FIG. 5 and the effects of the present embodiment are described below. Step 900 calculates and stores the power consumption of a generated provisional travel pattern. Although a plurality of provisional travel patterns are generated when the processing depicted in the flowchart of FIG. 11 is repeated, the power consumption of each provisional travel pattern is calculated and stored. Further, in FIG. 11, step 900 is to be performed after CCV calculation in step 303. However, the power consumption may alternatively be calculated / stored only for a provisional travel pattern whose travel time and vehicle speed are found in step 310 to be within the target range. As a result of the above processing, it can be expected that calculation cost, calculation time, and required memory can be reduced. Additionally, it is preferable that the mechanical brake be used with a view toward reducing the amount of regenerative power in a case where the upper limit is reached by the CCV during power consumption calculation. When the CCV is taken into account, the power consumption by the mechanical brake can be taken into consideration. This will be effective for selecting an energy-saving travel pattern.

[0066] If it is determined in step 305 that the braking notch cannot be reduced, that is, if the current braking notch is at the minimum, the processing proceeds to step 911.

[0067] Step 911 selects a travel pattern that consumes the smallest amount of power among the stored amounts of power consumption. Repeating the processing depicted in the flowchart of FIG. 5, which illustrates the first embodiment, makes it possible to generate the provisional travel pattern in which the CCV conforms to the upper limit while the travel time falls within the target range. However, reducing the braking notch lengthens the acceleration time and increases the amount of traction power. That is to say, when mechanical braking is reduced, the amount of regenerative power increases However, reducing the mechanical braking extends the acceleration time and thus increases the amount of traction power. Consequently, calculating the power consumption of each provisional travel pattern makes it possible to select a travel pattern that consumes a smaller amount of power. The present embodiment is configured to not only calculate the power consumption in consideration of the CCV in each provisional travel pattern, but also select a travel pattern that consumes the smallest amount of power, and is thus able to achieve energy savings. Fourth Embodiment

[0068] FIG. 12 is a flowchart illustrating the automatic train operation device 200 according to a fourth embodiment. The difference between the present embodiment and the embodiment depicted in FIG. 5 and the effects of the present embodiment are described below.

[0069] In the flowchart depicted in FIG. 12, after the CCV is calculated in step 303, step 400 is added to determine whether or not the CCV is egual to or lower than the lower limit. Here, whether or not the CCV is equal to or lower than the lower limit is determined based on the entire provisional travel pattern. If the CCV is equal to or lower than the lower limit, the processing proceeds to step 401. Meanwhile, if the CCV is higher than the lower limit, the processing proceeds to step 304. When the processing proceeds to step 304, the provisional travel pattern is generated as described in conjunction with the first embodiment. Here, the lower limit is set, for example, as the limit at which the storage battery 17 becomes over-discharged or the deterioration of the storage battery 17 is unlikely to progress.

[0070] The processing proceeds to step 401 in a case where the CCV is equal to or lower than the lower limit. One of the reasons why the CCV is equal to or lower than the lower limit is that the discharge current of the storage battery 17 is large. As a countermeasure to the above, the acceleration notch is reduced to suppress the discharge current of the storage battery 17. Step 401 determines whether the acceleration notch can be reduced. If the acceleration notch can be reduced, the processing proceeds to step 401. Meanwhile, if the acceleration notch cannot be reduced, that is, if the current acceleration notch is the lowest acceleration notch, the processing proceeds to step 399 in which the flowchart ends.

[0071] Step 402 reduces the acceleration notch. Reducing the acceleration notch makes it possible to prevent the CCV from being equal to or lower than the lower limit.

[0072] Step 403 generates an acceleration pattern and constant-speed running and coasting patterns in such a manner that the travel time / vehicle speed is within the target range at the reduced acceleration notch.

[0073] Step 404 generates a braking pattern. When steps 312 to 316 are repeated as described above, a provisional travel pattern for keeping the CCV equal to or higher than the lower limit can be generated and selected as the travel pattern for the vehicle 3. This achieves the effect of suppressing deterioration of the storage battery 17 due to over-discharge.

[0074] Consequently, when the vehicle 3 travels in accordance with the travel pattern generated and selected by the processing depicted in the flowchart describing the present embodiment, it is possible to recover more regenerative power and reduce the power consumption while preventing the storage battery 17 from being over-discharged and progressively deteriorated.

[0075] Further, the foregoing embodiments include at least the following technical matters.

[0076] CTechnical Matter 1> There is provided a travel pattern determination device that determines a travel pattern of a railway vehicle equipped with a storage battery for storing regenerative power. The travel pattern determination device is characterized so as to generate an electric braking pattern for a predetermined braking notch, generate a provisional travel pattern in accordance with the generated electric braking pattern and with a target arrival time for reaching a target location, calculate a terminal voltage of the storage battery for the generated provisional travel pattern by using an SOC of the storage battery, and determine the travel pattern of the railway vehicle from the provisional travel pattern by using the calculated terminal voltage of the storage battery.

[0077] <Technical Matter 2> The travel pattern determination device described under technical matter 1 above is characterized in that the electric braking pattern for the predetermined braking notch is an all-electric braking pattern.

[0078] <Technical Matter 3> The travel pattern determination device described under technical matter 1 or 2 above is characterized so as to calculate the terminal voltage of the storage battery by using either or both of an SOH of the storage battery and the temperature of the storage battery in addition to the SOC of the storage battery.

[0079] CTechnical Matter 4> The travel pattern determination device described under any one of technical matters 1 to 3 above is characterized so as to determine the provisional travel pattern as the travel pattern of the railway vehicle when the calculated terminal voltage of the storage battery for the provisional travel pattern is equal to or lower than a predetermined value, or re-generate the electric braking pattern with the braking notch reduced and re-generate the provisional travel pattern in accordance not only with the electric braking pattern regenerated with the braking notch reduced but also with the target arrival time for reaching the target location when the calculated terminal voltage of the storage battery is higher than the predetermined value.

[0080] CTechnical Matter 5> The travel pattern determination device described under any one of technical matters 1 to 4 above is characterized in that the maximum selectable acceleration notch is used for generating or re-generating the provisional travel pattern.

[0081] CTechnical Matter 6> The travel pattern determination device described under any one of technical matters 1 to 5 above is characterized so as to re-generate the provisional travel pattern with the acceleration notch reduced when the calculated terminal voltage of the storage battery is lower than a preset threshold, or determine whether the calculated terminal voltage of the storage battery is egual to or lower than the predetermined value or higher than the predetermined value when the calculated terminal voltage of the storage battery is equal to or higher than the preset threshold.

[0082] CTechnical Matter 7> The travel pattern determination device described under technical matter 1 or 3 above is characterized so as to calculate the amounts of power consumption of the provisional travel pattern by using the calculated terminal voltage of the storage battery, store the calculated amounts of power consumption, select the provisional travel pattern that consumes the smallest amount of power among the stored amounts of power consumption, and determine the selected provisional travel pattern as the travel pattern of the railway vehicle.

[0083] CTechnical Matter 8> The travel pattern determination device described under any one of technical matters 1 to 7 above is characterized so as to issue an operation control command based on the determined travel pattern of the railway vehicle.

[0084] <Technical Matter 9> The travel pattern determination device described under any one of technical matters 1 to 8 above is characterized so as to instruct the train operator on how to operate the railway vehicle in accordance with the determined travel pattern of the railway vehicle.

[0085] <Technical Matter 10> There is provided a railway vehicle that is equipped with the travel pattern determination device according to any one of technical matters 1 to 9 above.

[0086] <Technical Matter 11> There is provided a travel pattern determination method for determining the travel pattern of a railway vehicle that is equipped with a storage battery for storing regenerative power. The travel pattern determination method includes the steps of: generating an electric braking pattern for a predetermined braking notch; generating a provisional travel pattern in accordance with the generated electric braking pattern and with a target arrival time for reaching a target location; calculating a terminal voltage of the storage battery for the generated provisional travel pattern by using an SOC of the storage battery; and determining the travel pattern of the railway vehicle from the provisional travel pattern by using the calculated terminal voltage of the storage battery.

[0087] <Technical Matter 12> The travel pattern determination method described under technical matter 11 above is characterized in that the electric braking pattern for the predetermined braking notch is an all-electric braking pattern.

[0088] CTechnical Matter 13> The travel pattern determination method described under technical matter 11 or 12 above is characterized so as to calculate the terminal voltage of the storage battery by using either or both of an SOH of the storage battery and the temperature of the storage battery in addition to the SOC of the storage battery.

[0089] CTechnical Matter 14> The travel pattern determination method described under any one of technical matters 11 to 13 above is characterized so as to determine the provisional travel pattern as the travel pattern of the railway vehicle when the calculated terminal voltage of the storage battery for the provisional travel pattern is equal to or lower than a predetermined value, or re-generate the electric braking pattern with the braking notch reduced and re-generate the provisional travel pattern in accordance not only with the electric braking pattern regenerated with the braking notch reduced but also with the target arrival time for reaching the target location when the calculated terminal voltage of the storage battery is higher than the predetermined value.

[0090] CTechnical Matter 15> The travel pattern determination method described under any one of technical matters 11 to 14 above is characterized in that the maximum selectable acceleration notch is used for generating or re-generating the provisional travel pattern.

[0091] <Technical Matter 16> The travel pattern determination method described under any one of technical matters 11 to 15 above is characterized so as to re-generate the provisional travel pattern with the acceleration notch reduced when the calculated terminal voltage of the storage battery is lower than a preset threshold, or determine whether the calculated terminal voltage of the storage battery is equal to or lower than the predetermined value or higher than the predetermined value when the calculated terminal voltage of the storage battery is equal to or higher than the preset threshold.

[0092] <Technical Matter 17> The travel pattern determination method described under technical matter 11 or 13 above is characterized so as to calculate the amounts of power consumption of the provisional travel pattern by using the calculated terminal voltage of the storage battery, store the calculated amounts of power consumption, select the provisional travel pattern that consumes the smallest amount of power among the stored amounts of power consumption, and determine the selected provisional travel pattern as the travel pattern of the railway vehicle. List of Reference Signs

[0093] 1: Overhead contact line 2: Rail 3: Vehicle 4: Current collector 5: Electric motor 6: Bogie 7 : Wheel 8 : Circuit breaker 9: Traction transformer 10: Power conversion device 11: Storage battery box 12: Logic section 13a, 13b, 13c, 13d: Contactor 14a, 14b: Charging resistor 15: Filter capacitor 16: Storage battery circuit breaker 17: Storage battery 200: Automatic train operation device 201: Travel pattern planning means 700: Train operation support device QI to Q10: Switching element DI to D10: Diode

Claims

1. A travel pattern determination device that determines a travel pattern of a railway vehicle equipped with a storage battery for storing regenerative power, wherein the travel pattern determination device generates an electric braking pattern for a predetermined braking notch, generates a provisional travel pattern in accordance with the generated electric braking pattern and with a target arrival time for reaching a target location, calculates a terminal voltage of the storage battery for the generated provisional travel pattern by using an SOC of the storage battery, anddetermines the travel pattern of the railway vehicle from the provisional travel pattern by using the calculated terminal voltage of the storage battery.

2. The travel pattern determination device according to claim 1, wherein the electric braking pattern for the predetermined braking notch is an all-electric braking pattern.

3. The travel pattern determination device according to claim 1 or 2,wherein the travel pattern determination device calculates the terminal voltage of the storage battery by using either or both of an SOH of the storage battery and the temperature of the storage battery in addition to the SOC of the storage battery.

4. The travel pattern determination device according to claim 1,wherein, when the calculated terminal voltage of the storage battery for the provisional travel pattern is equal to or lower than a predetermined value, the travel pattern determination device determines the provisional travel pattern as the travel pattern of the railway vehicle; andwhen the calculated terminal voltage of the storage battery is higher than the predetermined value, the travel pattern determination device re-generates the electric braking pattern with the braking notch reduced and regenerates the provisional travel pattern in accordance not only with the electric braking pattern re-generated with the braking notch reduced but also with the target arrival time for reaching the target location.

5. The travel pattern determination device according to claim 1 or 4,wherein, when generating or re-generating the provisional travel pattern, the travel pattern determination device uses the maximum selectable acceleration notch.

6. The travel pattern determination device according to claim 1 or 4,wherein, when the calculated terminal voltage of the storage battery is lower than a preset threshold, the travel pattern determination device re-generates the provisional travel pattern with the acceleration notch reduced; andwhen the calculated terminal voltage of the storage battery is equal to or higher than the preset threshold, the travel pattern determination device determines whether the calculated terminal voltage of the storage battery is equal to or lower than the predetermined value or higher than the predetermined value.

7. The travel pattern determination device according to claim 1,wherein the travel pattern determination devicecalculates the amounts of power consumption of the provisional travel pattern by using the calculated terminal voltage of the storage battery,stores the calculated amounts of power consumption, and selects the provisional travel pattern that consumes the smallest amount of power among the stored amounts of powerconsumption, and determines the selected provisional travel pattern as the travel pattern of the railway vehicle.

8. The travel pattern determination device according to claim 1, 4, or 7,wherein the travel pattern determination device issues an operation control command based on the determined travel pattern of the railway vehicle.

9. The travel pattern determination device according to claim 1, 4, or 7,wherein the travel pattern determination device instructs a train operator on how to operate the railway vehicle in accordance with the determined travel pattern of the railway vehicle.

10. A railway vehicle that is equipped with the travel pattern determination device according to claim 1, 4, or 7.

11. A travel pattern determination method for determining a travel pattern of a railway vehicle that is equipped with a storage battery for storing regenerative power, the travel pattern determination method comprising the steps of:generating an electric braking pattern for a predetermined braking notch;generating a provisional travel pattern in accordance with the generated electric braking pattern and with a target arrival time for reaching a target location;calculating a terminal voltage of the storage battery for the generated provisional travel pattern by using an SOC of the storage battery; anddetermining the travel pattern of the railway vehicle from the provisional travel pattern by using the calculated terminal voltage of the storage battery.

12. The travel pattern determination method according to claim 11,wherein the electric braking pattern for the predetermined braking notch is an all-electric braking pattern.

13. The travel pattern determination method according to claim 11 or 12, further comprising the step of:calculating the terminal voltage of the storage battery by using either or both of an SOH of the storage battery and the temperature of the storage battery in addition to the SOC of the storage battery.

14. The travel pattern determination method according to claim 11, further comprising the steps of:when the calculated terminal voltage of the storage battery for the provisional travel pattern is equal to or lower than a predetermined value, determining the provisional travel pattern as the travel pattern of the railway vehicle; andwhen the calculated terminal voltage of the storage battery is higher than the predetermined value, re-generating the electric braking pattern with the braking notch reduced and re-generating the provisional travel pattern in accordance not only with the electric braking pattern regenerated with the braking notch reduced but also with the target arrival time for reaching the target location.

15. The travel pattern determination method according to claim 11 or 14, further comprising the step of:when generating or re-generating the provisional travel pattern, using the maximum selectable acceleration notch.

16. The travel pattern determination method according to claim 11 or 14, further comprising the steps of:when the calculated terminal voltage of the storage battery is lower than a preset threshold, re-generating the provisional travel pattern with the acceleration notch reduced; andwhen the calculated terminal voltage of the storage battery is equal to or higher than the preset threshold, determining whether the calculated terminal voltage of the storage battery is equal to or lower than the predetermined value or higher than the predetermined value.

17. The travel pattern determination method according to claim 11, further comprising the steps of:calculating the amounts of power consumption of the provisional travel pattern by using the calculated terminal voltage of the storage battery;storing the calculated amounts of power consumption; andselecting the provisional travel pattern that consumes the smallest amount of power among the stored amounts of power consumption, and determining the selected provisional travel pattern as the travel pattern of the railway vehicle.INTERNATIONAL SEARCH REPORT International application No. PCT / JP2024 / 019015A. CLASSIFICATION OF SUBJECT MATTER B60L 75 / 46(2006.01)1; B60L 7 / 14(2006.01)1; B60L 50 / 53(2019.01)1; B60L 58 / 12(2019.01)1; B60L 58 / 16(2019.01)1; H02J 7 / 00(2006.01)1 FI: B60L15 / 40 G; B60L7 / 14; B60L50 / 53; B60L58 / 12: B60L58 / 16; H02J7 / 00 P According to International Patent Classification (IPC) or to both national classification and IPC B. FIELDS SEARCHED Minimum documentation searched (classification system followed by classification symbols) B60L15 / 40; B60L7 / 14; B60L50 / 53; B60L58 / 12: B60L58 / 16; H02J7 / 00 Documentation searched other than minimum documentation to the extent that such documents are included in the fields searched Published examined utility model applications of Japan 1922-1996 Published unexamined utility model applications of Japan 1971-2024 Registered utility model specifications of Japan 1996-2024 Published registered utility model applications of Japan 1994-2024 Electronic data base consulted during the international search (name of data base and, where practicable, search terms used) C. DOCUMENTS CONSIDERED TO BE RELEVANT Category* Citation of document, with indication, where appropriate, of the relevant passages Relevant to claim No. Y Y Y JP 2009-254069 A (HITACHI, LTD.) 29 October 2009 (2009-10-29) paragraphs [0001], [0010]-[0030], fig. 1-3 JP 2015-91144 A (HITACHI AUTOMOTIVE SYSTEMS, LTD.) 11 May 2015 (2015-05-11) paragraphs [0004]-[0006], [0039] JP 2011-259602 A (FUJITSU TELECOM NETWORKS LTD.) 22 December 2011 (2011-12-22) paragraph [0021] 1-3, 5, 7-13, 15, 17 1-3, 5, 7-13, 15, 17 3, 13 Y KR 10-2020-0107411 A (LG CHEM, LTD.) 16 September 2020 (2020-09-16) paragraphs [0002], [0053]-[0063] 3, 13 A JP 2008-67510 A (HITACHI, LTD.) 21 March 2008 (2008-03-21) entire text 1-17 | | Further documents are listed in the continuation of Box C. | | See patent family annex. * Special categories of cited documents: “T” later document published after the international filing date or priority “A” document defining the general state of the art which is not considered date and not in conflict with the application but cited to understand the to be of particular- relevance principle or theory underlying the invention “D” document cited by the applicant in the international application -‘X” document of particular relevance; the claimed invention cannot be “E" earlier application or patent but published on or after the international considered novel or cannot be considered to involve an inventive step filing date when the document is taken alone “L" document which may throw doubts on priority claim(s) or which is “Y” document of particular relevance; the claimed invention cannot be cited to establish the publication date of another citation or other considered to involve an inventive step when the document is special reason (as specified) combined with one or more other such documents, such combination “O” document referring to an oral disclosure, use, exhibition or other being obvious to a person skilled in the ait means document member of the same patent family “P” document published prior to the international filing date but later than the priority date claimed Date of the actual completion of the international search 06 August 2024 Date of mailing of the international search report 13 August 2024 Name and mailing address of the ISA / JP Japan Patent Office (ISA / JP) 3-4-3 Kasumigaseki, Chiyoda-ku, Tokyo 100-8915 Japan Authorized officer Telephone No.INTERNATIONAL SEARCH REPORT International application No.Information on patent family members PCT / JP2024 / 0I9015Patent document cited in search report Publication date (day / month / year) Patent family member) s) Publication date (day / month / year) JP 2009-254069 A 29 October 2009 (Family: none) JP 2015-91144 A 11 May 2015 (Family: none) JP 2011-259602 A 22 December 2011 (Family: none) KR 10-2020-0107411 A 16 September 2020 (Family: none) JP 2008-67510 A 21 March 2008 EP 1897745 A2 entire text CN 101138967 A

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