JP2006074998A - Rolling stock - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a system which drives a train efficiently by using regeneration energy effectively by predicting the regeneration energy acquired during traveling or deceleration from a traveling pattern or a deceleration pattern at the operation of a rolling stock. <P>SOLUTION: Regeneration energy is stored in an energy storage device by adding the energy storage device to a railway vehicle system by generating electricity by an engine and driving an inverter. The energy storage device can move constantly the engine by charging or discharging according to a status. Thereby, highly efficient operation can be performed. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a control apparatus and a control method for a railway vehicle including a motor, an engine, a battery, a rectifier, an inverter, a generator, and an energy storage device.

  As a conventional railway vehicle, a diesel vehicle that runs only with a diesel engine or a train with a built-in generator composed of a diesel engine, a generator, a rectifier, an inverter, and a motor has been used. In the former diesel vehicle, acceleration operation is performed by controlling the rotation of the engine and transmitting it to the wheels by a power transmission device. On the other hand, braking is generally performed by braking with a brake.

  The latter train with built-in generator is accelerated and decelerated as follows. When accelerating, the generator is turned by the engine to obtain AC power. The AC power is converted into DC power by a rectifier and applied to the inverter. In the inverter, the train is accelerated by converting DC power into AC power and supplying it to the motor. There are two ways to brake. One is a braking method using a brake device, as in a diesel engine vehicle. The other is a method using an electric brake that uses a motor as a generator. This is a method of obtaining braking force by converting AC power from a motor into DC power by an inverter and consuming it by a resistor or the like.

  However, these vehicles cannot use energy during braking because there is no energy storage device. For example, when an air brake is used, energy is wasted because kinetic energy is discarded as thermal energy by the brake. In addition, since the brake shoes are reduced, frequent replacement work occurs, resulting in an increase in maintenance costs. When braking with an electric brake, energy is lost because the generated power is converted into heat with a resistor or the like and then discarded.

  An object of the present invention is to enable a highly efficient operation that the loss of regenerative energy obtained at the time of braking and the inability to move the engine constantly.

  Therefore, the present invention aims to prevent energy loss and consumption of brake shoes, and solves the problem with the following configuration. In a conventional railway vehicle consisting of a generator connected to the engine through some kind of power transmission device, a rectifier that converts the output of the generator into direct current, an inverter connected to the rectifier, and a motor connected to the inverter, By adding an energy control device between the energy storage device branched and connected from the wiring, and the rectifier, the inverter, and the energy storage device, the following becomes possible.

  At the time of acceleration, the generator is rotated by the engine to generate electric power, the output power is converted to DC by a rectifier, the inverter converts DC power to AC power, and the motor is driven to accelerate. At this time, the presence of the energy storage device makes it possible to perform highly efficient operation by controlling the engine to move at a constant rotation. For example, when the engine speed is low and the energy is insufficient, the required energy is output from the energy storage device. On the other hand, when the engine speed is large and there is a surplus of energy, it is possible to store the energy in the energy storage device.

  On the other hand, at the time of braking, it becomes possible to store what was thrown away as thermal energy as regenerative energy and store it in the energy storage device, and to perform highly efficient operation.

  The present invention includes an engine, a generator, a rectifier, an inverter, a motor, and an energy storage device. The engine and the energy storage device are predicted by predicting energy consumption based on a known driving pattern. It has the function of determining the use ratio of the train and controlling the train.

  In addition, the present invention has a function of determining and controlling the use ratio of the engine and the energy storage device from the charging pattern of the energy storage device configured from the charging performance and the discharging performance determined by the characteristics of the energy storage device. It is characterized by.

  Further, the present invention predicts energy consumption based on the charging pattern of the energy storage device configured from the charging pattern and the discharge performance determined by the driving pattern and the characteristics of the energy storage device that are known in advance, and the engine and the It has the function of determining the usage ratio of the energy storage device and controlling the train.

Determining the usage ratio of the engine and the energy storage device based on a running pattern that takes into account the number of people actually boarded;
Controlling the railway vehicle to optimize the life of the energy storage device;
Controlling the railway vehicle so that the energy used by the railway vehicle is the most energy-saving,
Having a plurality of operation modes prepared in advance, taking into account the state of charge of the energy storage device and the operation time between stations, to select and travel from the modes in a timely manner,
The energy storage device is a chargeable / dischargeable battery,
The engine is a fuel cell,
There may be a weight sensor attached.

  Specifically, it will be described in the embodiment described below.

  By realizing the above system and control method, considering the state of charge of the energy storage device and the margin for operation time, switching the operation mode can extend the life of the energy storage device and save energy. It becomes possible to do.

  Examples will be described below.

  As shown in FIG. 1, the hybrid railway vehicle 11 includes a generator 13 connected to the engine 12 through some power transmission device, a rectifier 14 that converts the output of the generator 13 into direct current, an inverter 15 and an inverter connected to the rectifier. And an energy storage device 17 branched and connected from the wiring between the motor 16, the rectifier 14 and the inverter 15. The energy storage device 17 may be a chargeable / dischargeable battery such as a nickel cadmium battery, a lithium ion battery, or a lead battery. In addition, an energy control device 18 is connected to the rectifier 14, the inverter 15, and the energy storage device 17, and a weight sensor 19 is connected to the energy control device 18.

  During acceleration, the rotational speed of the engine 12 is increased to transmit power to the generator 13, the power is generated by the generator 13, the output power is rectified to DC by the rectifier 14, and the DC power is supplied to the inverter 15. Communicated. In the inverter 15, DC power is converted into AC and supplied to the motor 16, and the motor 16 is controlled and accelerated. Further, the DC output of the rectifier 14 is supplied to the energy storage device 17 and stored as necessary. At this time, how much power is used for the inverter 15 and the energy storage device 17 is determined by the energy control device 18. The energy control device 18 will be described later.

  In braking, the output of the motor 16 is input to the inverter 15 and converted into DC power by the inverter 15 and then stored in the energy storage device 17 as necessary.

  The energy control device 18 will be described.

The energy control device 18 shown in FIGS. 3 to 5 can be considered, and a travel pattern DB 31, a travel pattern creation unit 32, a charge pattern DB 33, an operation mode switching device 34, an operation control unit 35, and a diagram DB 36 as shown in FIG. And the route DB 37. Of these, the route DB 37 includes a gradient DB 101 configured as shown in FIG. 11, a curve DB 102 configured as shown in FIG. 12, a tunnel DB 103 configured as shown in FIG. The speed limit DB 104 configured as shown in FIG. 15, the temporary speed limit DB 105 configured as shown in FIG. 15, and the blocking rate DB 106 configured as shown in FIG. 16. Here, in the example of the DB described, the blockage position □ of the entire block number □ is used, but, for example, a DB having blockage position △ of block number 0 of a station or station premises number ◎ Also good.

  An operation example of the energy control device 18 will be described with reference to FIG.

  In step 601, in the travel pattern DB 31, as shown in FIG. 2, the travel pattern (run curve) 21 indicating how the railway vehicle performs acceleration / constant speed coasting / braking or how the railway vehicle is operated. It is checked whether there is a stop pattern 22 indicating whether to stop. If there is the travel pattern (run curve) 21 or the stop pattern 22, the process proceeds to step 602. If not, go to Step 603.

  In step 602, the best driving pattern (run curve) 21 or the stopping pattern 22 on the DB is selected. As a selection method, for example, the number of passengers is estimated using the weight sensor 19 shown in FIG. 1 and the closest one is selected. There is a method of estimating by combining them. Alternatively, the driving pattern (run curve) 21 or the stop pattern 22 may be selected by the driver or the conductor. Next, the process proceeds to step 605.

  In step 603, it is checked whether or not the travel pattern creation unit 32 is present. If so, go to Step 604. If not, the traveling pattern or the stop pattern is not known in this case, so the estimated traveling is impossible and the process ends.

In step 604, the travel pattern creation unit 32 creates the travel pattern (run curve) 21 or the stop pattern 22. The running pattern (run curve)
21 can be created online using an automatic train control device (ATO) or the like, or can be created offline beforehand. Further, in consideration of only the stop pattern 22, other methods may be left to the driver. Next, the process proceeds to step 605.

  In step 605, the amount of energy regenerated during traveling is estimated from the traveling pattern (run curve) 21 or the stop pattern 22. Next, the process proceeds to step 606.

  In step 606, the operation control unit 35 performs processing, and selects an operation mode that does not hinder the operation. The operation control unit 35 will be described later. Next, the process proceeds to step 607.

  In step 607, the operation mode switching device 34 is transferred to the selected operation mode to switch the operation mode. This operation mode is composed of four modes shown in FIG. 9, which are an energy storage device priority mode 82, an energy storage device operation mode 83, an energy saving priority mode 84, and an express delivery priority mode 85. The energy storage device priority mode 82 is a method for giving priority to the life of the energy storage device. The method of giving priority to the life of the energy storage device is generally said that the life of the energy storage device is better when charging and discharging are repeated at short intervals, so while repeating the acceleration mode, the constant speed mode, and the coasting mode. It will be operating. As a result, the running time is delayed. An example of the operation will be described with reference to FIG.

  In step 1701, characteristic information of the energy storage device is obtained from the charge pattern DB 33. Next, the routine proceeds to step 1702.

  In step 1702, it is determined how the railway vehicle should repeat discharging / charging from the characteristic information of the energy storage device obtained in step 1701, and a run curve is created based on the determination.

  The energy storage device operation mode 83 is a method that operates only with the energy storage device. This method is used when traveling in a place where there is no overhead line. An example of the operation will be described with reference to FIG.

  In step 1801, characteristic information and charge capacity of the energy storage device are obtained from the charge pattern DB 33. Next, the routine proceeds to step 1802.

  In step 1802, a run curve combining acceleration, constant speed, coasting and braking is created from the energy storage device characteristic information and charging capacity obtained in step 1801 so that the energy of the energy storage device does not become zero.

  The energy saving priority mode 84 is energy saving as a whole, and performs an operation of distributing the energy storage device and the motor well. At this time, energy is saved most in the entire train as long as the operating time is observed. An example of this operation will be described with reference to FIG.

  In step 1901, the operation time information indicating how much the train should travel is obtained from the diamond DB 36. Next, the process proceeds to step 1902.

  In step 1902, characteristic information and charge capacity of the energy storage device are obtained from the charge pattern DB 33. Next, the process proceeds to step 1903.

  In step 1903, how much the energy storage device can be discharged is determined from the characteristic information and the charge capacity of the energy storage device obtained in step 1902. Next, the process proceeds to step 1904.

  In step 1904, while observing the operating time obtained in step 1901, the discharge amount of the energy storage device and the motor distribution determined in step 1903 are determined so as to save the most energy, and an energy saving run curve is obtained.

  The fastest operation (express delivery priority mode) mode 85 can be used when it is necessary to drive as fast as possible, for example, when performing delay recovery. An example of the operation will be described with reference to FIG.

  In step 2001, characteristic information and charge capacity of the energy storage device are obtained from the charge pattern DB 33. Next, the process proceeds to step 2002.

  In step 2002, how much the energy storage device can be discharged is obtained from the characteristic information and charge capacity of the energy storage device obtained in step 2001. Next, the process proceeds to step 2003.

  In step 2003, it is determined where the discharge amount of the energy storage device obtained in step 2002 is the fastest operation pattern, and the fastest run curve is obtained.

  Next, processing of the operation control unit 35 will be described with reference to FIG.

  In step 701, the charge capacity of the energy storage device and the characteristic information of the energy storage device are acquired from the charge pattern DB. Next, the process proceeds to step 702.

  In step 702, the train operation time is acquired from the diamond DB. Proceed to step 703.

  In step 703, the operation mode is selected so as not to hinder the operation in consideration of the charging capacity of the energy storage device obtained in step 701, the characteristic information of the energy storage device and the operation time on the diagram obtained in step 702. To do.

As a second embodiment, an operation mode in the energy control device 18 of FIG. 3 is determined in advance, and a travel pattern or a stop pattern is created that is considered from the charge capacity of the energy storage device, the characteristics of the energy storage device, and the surplus time of operation. It is also possible to drive based on the traveling pattern or the stop pattern. In this case, the processing from step 601 to step 606 is performed in the processing of FIG.

  A third embodiment is a case where the engine 12, the generator 13, and the rectifier 14 described in FIG. 1 are fuel cells, and is configured as shown in FIG. The fuel cell 212 uses the reverse of water electrolysis, and is a battery that obtains electricity by causing an electrical chemical reaction between hydrogen and oxygen, and is a phosphoric acid type, a molten carbonate type, a solid electrolyte type. , Alkaline type. The operation of FIG. 21 will be described. At the time of acceleration, the fuel cell 212 generates DC power. The DC power is converted into AC power by the inverter 213, supplied to the motor 214, and the motor 214 is controlled to accelerate. Further, the DC power of the fuel cell 212 is supplied to the energy storage device 215 and stored as necessary. At this time, how much power is used for the inverter 213 and the energy storage device 215 is determined by the energy control device 216. The energy control device 216 is the same as the energy control device 18 described in the first embodiment.

  During braking, the output of the motor 214 is input to the inverter 213, converted into direct current by the inverter 213, and then stored in the energy storage device 215 as necessary. The subsequent processing is the same as that described in the first embodiment.

  The present inventor has found that an energy saving effect of about 20% can be obtained by realizing these systems. A specific example will be described. For example, it is assumed that the vehicle travels 20 km without a gradient or a curve in a line segment with a maximum speed of 130 km / h. If the vehicle performance used at this time is an acceleration of 1.6 km / h / s and a deceleration of 2.0 km / h / s, the energy used for acceleration is about 250 kwh. Therefore, the energy obtained by regenerating at the time of braking is about 200 kwh. In actual operation, the conventional railway vehicle cannot take regenerative energy, and thus takes about 350 kwh as a whole. The purpose of the present invention is to recycle energy by charging regenerative energy. If this efficiency is about 40%, about 80 kwh can be obtained with regenerative energy, so the amount of energy actually used is about 270 kwh. From this, it can be said that an energy saving effect of about 20% is obtained as compared with the conventional railway vehicle.

  By adding an energy storage device to a conventional railway vehicle system, the regenerative energy is stored in the energy storage device, and the energy storage device can move the engine constantly by charging and discharging depending on the situation. Thereby, highly efficient driving | operation becomes possible.

  A system for predicting the regenerative energy obtained during traveling or decelerating from the traveling pattern or deceleration pattern during operation of the railway vehicle and effectively using the regenerative energy to provide a system for driving the train with high efficiency. You can also.

  Regenerative energy is stored in the energy storage device by adding an energy storage device to the railway vehicle system that generates power by the engine and drives by driving the inverter, and the energy storage device charges and discharges according to the situation. As a result, the engine can be moved constantly. Thereby, highly efficient driving | operation becomes possible.

An example of a hybrid railway vehicle. An example of a running pattern and a stop pattern. An example of an energy control device. An example of an energy control device. An example of an energy control device. The operation example of an energy control apparatus. The operation example of an operation control part. An example of an operation mode switching device. An example of a diamond DB. An example of route DB. An example of gradient DB. An example of curve DB. An example of tunnel DB. An example of speed limit DB. An example of a temporary speed limit DB. An example of a blocking split DB. An operation example of the energy storage device priority mode. The operation example of energy storage device operation mode. Operation example of energy saving priority mode. Example of express delivery priority mode operation. A hybrid railway vehicle using a fuel cell.

Explanation of symbols

DESCRIPTION OF SYMBOLS 11, 211 ... Hybrid railway vehicle, 12 ... Engine, 13 ... Generator, 14 ... Rectifier, 15, 213 ... Inverter, 16, 214 ... Motor, 17, 215 ... Energy storage device, 18, 31, 216 ... Energy control device , 19, 217 ... weight sensor, 21 ... run curve, 32 ... travel pattern creation unit, 33 ... charge pattern DB, 34 ... operation mode switching device, 35 ... operation control unit, 36 ... diamond DB, 37 ... route DB, 81 ... Mode switching,
82 ... Energy storage device priority mode, 83 ... Energy storage device operation mode, 84 ... Energy saving priority mode, 85 ... Express delivery priority mode, 101 ... Gradient DB, 102 ... Curve DB,
103 ... Tunnel DB, 104 ... Speed limit DB, 105 ... Temporary speed limit DB, 106 ... Blocking DB, 212 ... Fuel cell.

Claims (10)

Engine,
A generator connected to the engine;
A rectifier connected to the generator and converting output power output from the generator into direct current;
An inverter connected to the rectifier and converting the output power of the direct current output from the rectifier into alternating current;
A motor connected to the inverter;
An energy storage device connected between the rectifier and the inverter and capable of charging and discharging energy;
An energy control device that controls charging and discharging of the energy storage device,
The energy control device has a function of predicting energy consumption based on a travel pattern known in advance, determining a usage ratio of the engine and the energy storage device, and controlling a train. . Engine,
A generator connected to the engine;
A rectifier connected to the generator and converting output power output from the generator into direct current;
An inverter connected to the rectifier and converting the output power of the direct current output from the rectifier into alternating current;
A motor connected to the inverter;
An energy storage device connected between the rectifier and the inverter and capable of charging and discharging energy;
An energy control device that controls charging and discharging of the energy storage device,
The energy control device has a function of determining and controlling a use ratio of the engine and the energy storage device from a charge pattern of the energy storage device configured by charging performance and discharging performance determined by characteristics of the energy storage device. A railway vehicle characterized by that. Engine,
A generator connected to the engine;
A rectifier connected to the generator and converting output power output from the generator into direct current;
An inverter connected to the rectifier and converting the output power of the direct current output from the rectifier into alternating current;
A motor connected to the inverter;
An energy storage device connected between the rectifier and the inverter and capable of charging and discharging energy;
An energy control device that controls charging and discharging of the energy storage device,
The energy control device predicts an energy consumption based on a charging pattern of an energy storage device composed of a charging pattern and a discharge performance determined by a known driving pattern and characteristics of the energy storage device, the engine and the A railway vehicle having a function of determining a use ratio of an energy storage device and controlling a train. The railway vehicle according to claim 1,
A railway vehicle characterized in that a usage ratio between the engine and the energy storage device is determined based on a running pattern in consideration of the number of people actually on board. The railway vehicle according to claim 1,
A railway vehicle that controls the railway vehicle so as to optimize the life of the energy storage device. The railway vehicle according to claim 1,
A railway vehicle characterized by controlling the railway vehicle so that the energy used by the railway vehicle is the most energy-saving. The railway vehicle according to claim 1,
A railway vehicle having a plurality of operation modes prepared in advance and traveling by selecting from the modes in a timely manner in consideration of a charging state of the energy storage device and an operation time between stations. In the railway vehicle according to claim 1,
A railway vehicle, wherein the energy storage device is a chargeable / dischargeable battery. The railway vehicle according to claim 1,
A railway vehicle, wherein the engine is a fuel cell. In the railway vehicle according to claim 1,
A railway vehicle having a weight sensor.

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