Abstract: A valid cars determining unit determines the number of valid cars of each train such that a passenger transport volume per unit time of a plurality of trains is not less than a necessary transport volume and the total number of valid cars is minimized when the plurality of trains run with a predetermined number of operational cars per unit time. A control information generating unit generates control information for performing control which causes trains having valid cars corresponding to the number of valid cars determined by the valid cars determining unit to operate at a predetermined interval.

Abstract: An operating mode determining unit determines an operating mode of each of a plurality of vehicles to be either one of a normal operating mode and an energy saving mode on the basis of a necessary boarding and alighting time which is required to allow passengers to board or alight from the vehicles at each of a plurality of stations. An index value specifying unit specifies an index value on the basis of total energy consumption when the vehicles operate in the operating mode determined by the operating mode determining unit, a difference between the necessary boarding and alighting time and a boarding and alighting time, or the number of changing times of operating modes. An operating plan determining unit determines the operating mode of each of the vehicles to be an operating mode having a smallest index value.

Abstract: A charge control device determines a current value acquired by dividing a current amount that should be charged in a secondary battery in a vehicle at a charging location by an allowable charging time at the charging location on the basis of a charging amount as a physical quantity associated with the charging state of the secondary battery. When the vehicle arrives at the charging location, the charge control device allows a charging device provided at the charging location to charge the secondary battery with the current having the determined current value for the allowable charging time.

Abstract: When power required by a load is larger than or equal to reception peak-cut power, a secondary battery discharges at a power rate that is larger or equal to a difference between the required power and the reception peak-cut power, and when the required power is smaller than or equal to the reception peak-cut power, the secondary battery discharges at a power rate that is smaller than or equal to the discharge improving power value. When power generated by the load is larger than or equal to transmission peak-cut power, the secondary battery charges at a power rate that is larger or equal to a difference between the regenerative power and the transmission peak-cut power, and when the regenerative power is smaller than or equal to the transmission peak-cut power, the secondary battery charges at a power rate that is smaller than or equal to the charge improving power value.

Abstract: The deterioration function calculation device includes: a storage unit which stores the running time of the secondary battery during the use in association with the deterioration rate of the secondary battery during the running time; an equivalent coefficient calculation unit which calculates an equivalent coefficient for normalizing the running time, on the basis of values related to the use; an equivalent running time calculation unit which calculates an equivalent running time on the basis of the running time and the equivalent coefficient related to the use related to the running time; and a deterioration function calculation unit which calculates a deterioration function representing a relationship between the equivalent running time and the deterioration rate.

Abstract: This charging device is provided with a charger, a resistor, a ground-side switch, and a determination device. The charger charges a secondary battery that is provided to a vehicle. The resistor is connected in parallel with the charger. The ground-side switch connects the charger and the resistor in an openable/closable manner. The determination device acquires information indicating that the ground-side switch is closed and information indicating that a vehicle-side switch that connects the secondary battery and the charger in an openable/closable manner is open and subsequently determines that the vehicle-side switch is short-circuited when a physical quantity that relates to the electricity of the resistor does not decrease.

Abstract: In an insulating section, a power feeding rail, and a track transportation system, the insulating section extending along a travel direction of a vehicle and connecting electric train lines coming into contact with a pantograph of the vehicle at a contact surface facing the vehicle is characterized by including: a main surface portion formed on a surface which follows a current-conducting surface coming into contact with the pantograph in the electric train line, and having a portion in which a width in an up-down direction orthogonal to the travel direction is larger than the width of the pantograph; and inclined surface portions provided on both sides in the up-down direction on at least the near side in the travel direction of the main surface portion, inclined so as to gradually approach the vehicle as it goes toward the far side from the near side in the travel direction, and connected to the main surface portion.

Abstract: A charging control device includes a power reception unit, a charging instruction output unit, and a travel instruction output unit. The power reception unit receives power from a power supply device when the power reception unit is present in a power supply area where the power from the power supply device can be supplied. The charging instruction output unit outputs a charging instruction relating to charging of a secondary battery using the power received by the power reception unit. The travel instruction output unit outputs a travel instruction relating to traveling of a vehicle provided with the charging control device. The secondary battery and a travel motor are electrically insulated from each other when the charging instruction output unit outputs a charging start instruction as the charging instruction for the secondary battery, and are electrically connected to each other when the travel instruction output unit outputs a travel start instruction for the vehicle.

Abstract: A charge control device determines a current value acquired by dividing a current amount that should be charged in a secondary battery in a vehicle at a charging location by an allowable charging time at the charging location on the basis of a charging amount as a physical quantity associated with the charging state of the secondary battery. When the vehicle arrives at the charging location, the charge control device allows a charging device provided at the charging location to charge the secondary battery with the current having the determined current value for the allowable charging time.

Abstract: A temperature control method is used for controlling a temperature of an electric storage device 5 mounted on a vehicle 1 at the time when the vehicle 1 runs on a track 2. In the method, when a minimum voltage value Vmin corresponding to an internal resistance R of the electric storage device 5 reaches a first predetermined voltage value Vp near a minimum allowable voltage value VL of the electric storage device 5, the electric storage device 5 is controlled such that the electric storage device 5 has a temperature at which the minimum voltage value Vmin is maintained at the first predetermined voltage value Vp.

Abstract: A charging and discharging control device includes a pantograph point voltage detection unit configured to detect a pantograph point voltage of a vehicle, a charging and discharging control unit configured to charge a power storage device provided in a vehicle when the pantograph point voltage is greater than or equal to a charging voltage threshold value and discharge the power storage device when the pantograph point voltage is less than a discharging voltage threshold value, a load determination unit configured to determine whether an absolute value of load power for the vehicle is less than a load power threshold value, and a charging and discharging control change unit configured to reduce any one of more of the charging voltage threshold value, the discharging voltage threshold value, and charging/discharging impedance when the absolute value of the load power is less than the load power threshold value.

Abstract: A parameter estimating device includes a state quantity measurement unit 11 which acquires measured values for state quantities having a correlation with a plurality of parameters, a state quantity calculation unit 12 which calculates and acquires calculated values corresponding to the measured values based on a correlation expression of the estimated values of the plurality of parameters and the state quantities, and an optimum estimated value identification unit 13 which finds an error evaluation function value calculated based on a value obtained by multiplying the total sum of the absolute quantities of the errors of the calculated values corresponding to the measured values by a first coefficient and a value obtained by multiplying the degree of variation of the errors by a second coefficient, and identifies an optimum estimated value having a minimum error evaluation function value while changing the estimated values.

Abstract: Within a range of a second limit current (±I_adj_max) set based on the performance of a secondary battery (140), a charging and discharging control device (170) determines an upper limit value (I_adj_limit) or a lower limit value (?I_adj_limit) of a state of charge (SOC) adjustment current (I_adj) in accordance with load power (required power and regeneration power) of a vehicle (100). Using an adjustment logic determined based on these limit values of the SOC adjustment current (I_adj), the charging and discharging control device (170) also determines the SOC adjustment current (I_adj) corresponding to an actually measured SOC value of the secondary battery (140).

Abstract: When power required by a load is larger than or equal to reception peak-cut power, a secondary battery discharges at a power rate that is larger or equal to a difference between the required power and the reception peak-cut power, and when the required power is smaller than or equal to the reception peak-cut power, the secondary battery discharges at a power rate that is smaller than or equal to the discharge improving power value. When power generated by the load is larger than or equal to transmission peak-cut power, the secondary battery charges at a power rate that is larger or equal to a difference between the regenerative power and the transmission peak-cut power, and when the regenerative power is smaller than or equal to the transmission peak-cut power, the secondary battery charges at a power rate that is smaller than or equal to the charge improving power value.

Abstract: In a catenary-based transportation system which is provided with integrated power supply equipment having an electricity storage unit which stores electricity regenerated by vehicles traveling by electricity received from a catenary and supplies electricity to the catenary and the other power supply system which is a power supply system different from the electricity storage unit concerned, the performance of a rectifier of the other power supply system is determined based on a power-supplying contribution ratio ? of the other power supply system so that the cost value of the integrated power supply equipment becomes lower than a target cost value.

Abstract: In an insulating section, a power feeding rail, and a track transportation system, the insulating section extending along a travel direction of a vehicle and connecting electric train lines coming into contact with a pantograph of the vehicle at a contact surface facing the vehicle is characterized by including: a main surface portion formed on a surface which follows a current-conducting surface coming into contact with the pantograph in the electric train line, and having a portion in which a width in an up-down direction orthogonal to the travel direction is larger than the width of the pantograph; and inclined surface portions provided on both sides in the up-down direction on at least the near side in the travel direction of the main surface portion, inclined so as to gradually approach the vehicle as it goes toward the far side from the near side in the travel direction, and connected to the main surface portion.

Abstract: A peak cut power calculation unit calculates peak cut power transmittable to an overhead wire as power exhibiting monotonic non-increase with respect to a resistance value of the overhead wire between a vehicle and a substation. In addition, a peak cut unit controls electrical charging/discharging of a rechargeable battery with power of a difference between load power and transmission peak cut power when the load power is equal to or more than the peak cut power.

Abstract: A charging method is used for a transportation vehicle without a contact wire. The transportation vehicle is configured so that when a vehicle (1) equipped with an energy storage device (5) stops at a station on a track (2), the energy storage device (5) of the vehicle (1) is charged by a charging device (9) provided on a ground side. The charging method includes charging, by the charging device (9), the energy storage device (5) with a voltage set value (VS) which is near a maximum allowable voltage value (VH) of the energy storage device (5).

Abstract: A memory stores traveling schedule information of a vehicle without a contact wire, information on a next station located on a traveling interval and information about a plurality of traffic lights on the traveling interval temporarily, and a velocity pattern calculator for calculating a velocity pattern of the vehicle based on the traveling schedule information, the information on the next station and the information about the plurality of the traffic lights, in which the velocity pattern calculator calculates a velocity pattern which satisfies conditions that the vehicle is never stopped at a first traffic light, that when the vehicle departs from a current stop station, the vehicle is accelerated at an constant acceleration a and that after the acceleration, the vehicle travels at a constant first velocity V1.

Abstract: In a track type protection system comprising an automatic steering mechanism and a fail-safe mechanism, provided is a detection mechanism which can detect a deviated value of a vehicle, widthwise of a track, and which is highly reliable.