Controller of electric vehicle

The present invention relates to a control device for an electric vehicle, and more particularly to a technique for equipping a power generation means and a power storage means and using the electric power generated by both means to drive a railroad vehicle.

In recent years, there has been an active movement to promote energy saving utilizing energy storage technology in railway vehicles. As a specific example of this, for a diesel railcar driven only by a conventional diesel engine, a hybrid diesel railcar was developed in which the drive system is controlled by an inverter like a train and power is supplied by an engine power generator and a power storage device. .. By electrifying the drive system and installing a power storage device in the hybrid diesel railcar, it is possible to reuse the regenerative energy, which was not possible with the conventional diesel railcar, and it is possible to realize energy saving. In addition, even in trains that supply power via overhead lines, a power storage device is installed on the vehicle, and even if the power running vehicle does not exist in the same section during dynamic braking, the power storage device absorbs the regenerative energy to prevent regenerative expiration. At the same time, energy saving is achieved by reusing the stored energy at the time of power running.

For hybrid pneumatic vehicles, power storage equipment is used in combination with the power generation equipment driven by the engine, and power storage equipment is used in combination with the fuel cell to reduce the human power cost required for maintenance and to reduce the human power cost required for maintenance, as well as to be environmentally friendly electricity. A system configuration aimed at providing a vehicle control device has been proposed (see, for example, Patent Document 1).

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

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

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

The breaker 14a is arranged in the immediate vicinity of the output terminal of the converter device 13 in the DC power section between the converter device 13 and the inverter device 21, and is arranged from the converter device 13 to the inverter device 21 based on the operation command Sb from the control device 51. , Shut off the power supplied to the power storage device 30. The breaker 14b is arranged between the DC power unit between the converter device 13 and the inverter device 21 and the service power supply inverter device 41, and is arranged from the converter device 13 and the inverter device 21 based on the operation command Sb from the control device 51. The power supplied to the service power supply inverter device 41 is cut off. The breaker 14c is arranged between the DC power unit between the converter device 13 and the inverter device 21 and the input / output terminal of the power storage device 30, and the converter device 13 and the inverter device 21 are arranged based on the operation command Sb from the control device 51. The power supplied to the power storage device 30 is cut off from the DC power unit in between. The breaker 14d is arranged in the immediate vicinity of the input terminal of the inverter device 21 in the DC power section between the converter device 13 and the inverter device 21, and the converter device 13 and / or the storage is stored based on the operation command Sb from the control device 51. The power supplied from the device 30 to the inverter device 21 is cut off.<patcit num="1"><text>Japanese Unexamined Patent Publication No. 2004-282859</text></patcit>

<p> In the method proposed in Patent Document 1, the power storage device 30 is controlled only based on the internal information of the system by the control device 51.</p><p> In the actual running of a railroad vehicle, the load acting on the vehicle, such as the slope condition of the route, constantly changes. When the vehicle is driven by the stored energy, the increase or decrease in the stored amount greatly changes depending on the load acting on the vehicle. When the power storage device is controlled only by the internal information of the system, the amount of power stored cannot be managed according to the load acting on the vehicle. Therefore, depending on the conditions such as the gradient, it is necessary to secure the predetermined acceleration performance during acceleration and during deceleration. It becomes difficult to effectively absorb the regenerative energy.</p><p> An object of the present invention is to manage the energy of the power storage device in consideration of the load acting on the vehicle such as the slope condition of the route, so that the vehicle can accelerate even if the load acting on the vehicle such as the slope changes. It is to provide a control device for an electric vehicle that can secure performance and effectively absorb regenerative energy during deceleration.</p>

<p> Equipped with a database that corresponds the traveling position and the amount of gradient, the traveling position of the vehicle is calculated by integrating the reference rotation speed of the electric motor (the actual rotation speed of the electric motor), and the amount of gradient ahead according to the traveling position is calculated. .. An appropriate storage amount management standard is selected for this gradient amount, and the storage amount of the power storage device is managed based on the storage amount management standard appropriate for the gradient amount and the reference rotation speed of the electric motor.</p>

<u style="single">The present invention</u>A DC power generating means having a converter means for converting AC power generated by a power generating means driven by an engine into DC power, an inverter means for converting the DC power into AC power, and a function of charging and discharging the DC power. A means for detecting the rotational speed of the electric motor, a means for detecting the rotation speed of the electric motor, and the electric motor A speed calculation unit that calculates the speed of the vehicle from the rotation speed of<u style="single">Said</u>A traveling position calculation unit that calculates the traveling position of the vehicle using the output of the speed calculation unit, and a traveling position of the vehicle.<u style="single">Calculated by averaging the forward gradient</u>A forward gradient calculation unit that calculates the average forward gradient,<u style="single">Based on the average forward gradient calculated by the forward gradient calculation unit</u>In the power storage means<u style="single">Savings</u>Relationship between electric charge and running speed<u style="single">Prescribe</u>Storage amount management standard pattern<u style="single">To</u>Equipped with a pattern control unit to output<u style="single">The output from the pattern control unit</u>The engine, converter device, and inverter device are controlled by the first control means according to the storage amount management standard pattern.<u style="single">Further, the pattern control unit has a plurality of discharge reserve limit patterns during deceleration and a plurality of discharge reserve limit patterns during acceleration, each of which defines the relationship between the amount of electricity stored in the power storage means and the traveling speed in accordance with the gradient condition. Then, the discharge reserve limit pattern and the charge reserve limit pattern may be selected and output with the average forward gradient as the gradient condition.</u>

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

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

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

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

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

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

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

The traveling position calculation unit 52 receives the reference rotation speed signal Fr as an input, recognizes the arrival at the station by referring to the mileage integrated and processed and the station kilometer database (not shown), and uses each station kilometer as a reference. Calculate Dis_h for the distance traveled.

The forward gradient calculation unit 53 inputs Dis_h as the traveling position kilometer, and calculates the average forward gradient Inc_h, which is the amount of gradient for each predetermined distance interval, with reference to a gradient database (not shown).

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

With this configuration, the following operations can be realized. When accelerating an electric vehicle, the input power of the inverter device 21 is borne by the DC power output by the converter device 13 and the DC power output by the power storage device 30. That is, when the input power of the inverter device 21 required to obtain the shaft torque output of the induction motor 22 cannot be covered only by the DC power output by the converter device 13, the DC power output by the power storage device 30 supplements the input power.

Further, as for the amount of electricity stored in the electricity storage device 30, the pattern selection unit 54 selects the optimum discharge remaining capacity limit pattern Dch_pat with respect to the average forward gradient Inc_h calculated by the forward gradient calculation unit 53, and the amount of electricity stored in the electricity storage device 30 is discharged. The output of the engine 11 and the converter device 13 or the output of the inverter device 21 is controlled via the control device 51 so as not to fall below the residual capacity limit pattern Dch_pat. As a result, it is possible to prevent an over-discharged state of the power storage device and maintain an appropriate power storage amount.

Similarly, if the input power of the inverter device 21 required to obtain the shaft torque output of the induction motor 22 cannot be covered by the DC power output by the power storage device 30, the DC power output by the converter device 13 is used to supplement the input power. Can be done. Further, when the DC power output by the converter device 13 is excessive with respect to the input power of the inverter device 21 required to obtain the output shaft torque required by the induction motor 22, the power storage device 30 absorbs the excess power. To do. In particular, according to this configuration, even if power cannot be obtained from one of the converter device 13 or the power storage device 30, power can be obtained from the other, and the minimum necessary operation such as evacuation to the next station can be continued.

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

Further, as for the storage amount of the power storage device 30, the pattern selection unit 54 selects the optimum charge remaining capacity limit pattern Chg_pat with respect to the forward average gradient Inc_h performed by the front gradient calculation unit 53, and the storage amount of the power storage device 30 is the charge reserve capacity. The regenerative power of the inverter device 21 is controlled via the control device 51 so as not to fall below the limit pattern Chg_pat. As a result, it is possible to prevent the overcharged state of the power storage device and maintain an appropriate power storage amount.

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

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

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

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

FIG. 2 is a diagram showing a configuration of a traveling position calculation unit 52 according to an embodiment of the electric vehicle control device of the present invention. The traveling position calculation unit 52 includes an integrator 521, a station number counter 522, the number of advance stations 523, the first adder 524-1, the station kilometer database 525, the station determination maximum value 526, and the second. It has an adder 524-2, a station determination minimum value 527, a station arrival determination unit 528, and a subtractor 529.

The integrator 521 integrates the reference rotation speed signal Fr and calculates Dis_h for the traveling position kilometer. Here, the integrator 521 provides a function of setting the initial value of Dis_dep for the departure station kilometer by the station arrival flag Flg_arr.

The departure station kilometer Dis_dep is calculated by referring to the station kilometer database 525 based on the departure station number Num_dep output by the station number counter 522. Also, based on the arrival station number Num_arr, which is the departure station number Num_dep plus the number of stations Num_stn carried up by the first adder 524-1, the arrival station kilometer Dis_arr is calculated by referring to the station kilometer database 525. To do. Normally, "1" should be set for the number of advance stations Num_stn.

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

In the station arrival determination unit 528, the reference rotation speed signal Fr, the station range minimum value Spc_min, the station range maximum value Spc_max and the traveling position kilometer Dis_h are input, and the traveling position kilometer Dis_h is the station range minimum value Spc_min and the station range maximum. The station arrival judgment flag Flg_arr is output when the reference rotation speed signal Fr becomes zero or less than a predetermined value near zero while the value is within the range of Spc_max.

With this configuration, the following operations are realized. The traveling position kilometer Dis_h can be obtained by integrating the reference rotation speed signal Fr with the integrator 521. When the vehicle arrives at the station, the integrator uses the station position kilometer data in the station kilometer database 525 as the initial value. To reset. This makes it possible to calculate the traveling position kilometer with high accuracy.

FIG. 3 is a diagram showing a configuration of an average forward gradient calculation unit 53 in one embodiment of the electric vehicle control device of the present invention. The average forward gradient calculation unit 53 has a data interval of 531, a plurality of adders 532, a gradient database 533, a number of gradient data 534, and a multiplication / division unit 535.

In the forward position data X00, Dis_h is set as it is for the traveling position kilometer as the base point for calculating the average forward gradient.

The forward position data X01 is calculated by adding the forward position data X00 and the data interval 28 in the adder 524. Similarly. The front position data X02 is calculated by adding the front position data X01 and the data interval 28 in the adder 524. Hereinafter, the forward position data X30 is calculated in the same manner. In this example, the number of forward position data is 31 points from X00 to X30, but this does not limit the number of forward position data to be calculated. The number of forward position data is comprehensively determined by the distance for obtaining the average forward gradient and its interval. For railcars, the braking distance is within 600 m, and the change in gradient at a distance interval of less than twice the distance between bogies (about 10 m) cannot be discriminated when viewed from the vehicle side, so the number of forward position data is 600 m. It is set to / 20m + 1 = 31.

The forward gradient data Inc00 to Inc30 are calculated by referring to the gradient database 29 based on the forward position data X00 to X30. The average forward gradient Inc_h is calculated by adding all the forward gradient data Inc00 to Inc30 with the adder 524 and then dividing the number of gradient data 30 from the forward gradient data Inc_sum that is fully added with the multiplier / divider 31. ..

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

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

The electricity storage amount management standard database 541 includes a plurality of electricity storage amount management data from the management pattern (0) to the management pattern (n), which are the management standard data describing the relationship between the traveling speed and the electricity storage amount. The arbitrary control reference data (n) inputs the reference rotation speed signal Fr and outputs the charge control reference Chg_base (n) and the discharge control reference Dch_base (n). The charge management standard Chg_base (n) and the discharge management standard Dch_base (n), which are n + 1, respectively, are determined according to the magnitude of the gradient in the traveling section. That is, by assuming sections with different gradient amounts of n + 1 and calculating the movement of the amount of electricity stored in each section in advance, the charge management standard Chg_base (n) and the discharge management standard Dch_base ( n) is set.

The optimum pattern determination unit 542 takes the average forward gradient Inc_h as an input and outputs a pattern selection signal Sel_pat according to the magnitude of the input. The first selector 543a receives the pattern selection signal Sel_pat as an input, selects one of the charge management criteria Chg_base (n) output by the storage amount management reference database 541, which corresponds to the pattern selection signal Sel_pat, and selects the charge remaining capacity limit pattern. Output Chg_pat. In addition, the second selector 543b receives the pattern selection signal Sel_pat as an input, and selects one of the discharge management standard Dch_base (n) output by the storage amount management standard database 541 that corresponds to the pattern selection signal Sel_pat, and has the remaining charging capacity. Output the limit pattern Dch_pat.

The charge reserve limit pattern Chg_pat and the discharge reserve limit pattern Dis_pat are selected from a plurality of optimal storage capacity management reference database patterns based on the average forward gradient Inc_h. This makes it possible to prevent overcharging and overdischarging of the power storage device.

FIG. 5 is a diagram showing the calculation of the forward average gradient in one embodiment of the electric vehicle control device of the present invention. The traveling position kilometer of the vehicle is used as the front position data X00, and the front position data such as X02, X03 ... Are sequentially calculated every 20 m using this as the base point, and the front position data X30 is calculated. Here, the number of forward position data is 31 points from X00 to X30, but this does not limit the number of forward position data to be calculated. The number of forward position data is comprehensively determined by the distance for obtaining the average forward gradient and its interval. For railcars, the braking distance is within 600 m, and the change in gradient at a distance interval of less than twice the distance between bogies (about 10 m) cannot be discriminated when viewed from the vehicle side, so the number of forward position data is 600 m. It is set to / 20m + 1 = 31.

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

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

When accelerating in the uphill section, it is necessary to discharge more stored energy than in the flat section in order to reach the maximum speed (reference speed Vav). Therefore, by selecting higher management standard data in the uphill section, the storage management standard that secures a high storage amount at zero speed is used. Similarly, when decelerating by the regenerative brake on an uphill slope, the charge of stored energy by the regenerative brake is less than that in the flat section from a certain speed (reference speed Vav) to zero speed. Therefore, by selecting higher management standard data in the uphill section, the storage management standard that achieves a high storage amount at the maximum speed is used.

On the other hand, when accelerating in the downhill section, the discharge of stored energy is smaller than that in the flat section in order to reach the maximum speed (reference speed Vav). Therefore, by selecting lower management standard data in the downhill section, the storage management standard that secures a low storage amount at zero speed is used. Similarly, when decelerating by the regenerative brake on a downward slope, more energy stored by the regenerative brake can be charged than in the flat section from a certain speed (reference speed Vav) to zero speed. Therefore, in the downhill section, by selecting lower management standard data, the storage management standard that produces a low storage amount at the maximum speed is used.

<figref num="1">The figure which shows the basic structure of one Embodiment in the control device of the electric vehicle of this invention.</figref><figref num="2">The figure which shows the structure of the traveling position calculation part in one Embodiment of the control device of the electric vehicle of this invention.</figref><figref num="3">The figure which shows the structure of the average forward gradient calculation part in one Embodiment of the control device of the electric vehicle of this invention.</figref><figref num="4">The figure which shows the structure of the pattern calculation part in one Embodiment of the control device of the electric vehicle of this invention.</figref><figref num="5">The figure which shows the calculation of the forward average gradient in one Embodiment of the control device of the electric vehicle of this invention.</figref><figref num="6">The figure which shows the selection method of the charge / discharge residual capacity limit pattern in one Embodiment of the control device of the electric vehicle of this invention.</figref><figref num="7">The figure which shows the basic structure of the conventional hybrid system for a railroad vehicle.</figref>

Code description

11 ... engine, 12 ... induction generator, 13 ... converter device, 14 ... circuit breaker, 21 ... inverter device, 22 ... induction motor, 23 ... reducer, 24 ... wheel shaft, 30 ... power storage device, 41 ... service power inverter device, 42 ... transformer, 50 ... system control device, 51 ... control device, 52 ... running position Calculation unit, 53 ... Forward gradient calculation unit, 54 ... Pattern selection unit, 521 ... Inverter, 522 ... Station number counter, 523 ... Number of carry-up stations, 524 ... Adder, 525 ... station kilometer database, 526 ... station judgment maximum value, 527 ... station judgment minimum value, 528 ... station arrival judgment unit, 529 ... subtractor, 531 ... data interval setting Instrument, 532 ... adder, 533 ... gradient database, 534 ... number of arithmetic data, 535 ... power / divider, 541 ... storage amount management standard database, 542 ... optimum pattern judgment Department, 543 ... Selector