JP2007049865A - Hybrid driver - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid driver for driving a vehicle while sustaining the residual capacity of a secondary battery constantly at an appropriate level. <P>SOLUTION: The hybrid driver comprises: a section 2 for calculating the traveling distance of a track type vehicle from the starting point and detecting current position of the track type vehicle on a route, based on the traveling distance; a section 3 storing route parameters indicative of the set value of residual capacity of a secondary battery 16 which is preset for each position on the route of the track type vehicle; a section 4 for collating the current position on the route detected at the current position detecting section 2 with the route parameters stored in the storage section 3 and calculating the set value of residual capacity of the battery at the current position on the route; a section 5 for detecting the residual capacity of the secondary battery 16 at the current position on the route; and an operation control section 6 for comparing the set value of residual capacity of the battery calculated at the section 4 for calculating the set value of residual capacity of the battery with the residual capacity of the battery detected at the residual capacity of the battery detecting section 5, and for driving a generator 19 when the residual capacity of the battery is smaller than the set value of residual capacity of the battery. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a hybrid drive device that drives a track-type vehicle, and more particularly to a technique for appropriately managing the remaining battery level.

  In a vehicle such as an automobile, a hybrid system is known in which an electric generator is rotated by an engine to generate electric power, electric power is stored in a battery, and an electric motor for driving the vehicle is driven by electric power from the generator or the battery.

  However, a hybrid system is not yet applied to a track type vehicle that travels on a railroad track or along a guide rail. Particularly, in a pneumatic vehicle and a Shinkansen work vehicle using a diesel engine as a driving source, a diesel engine is used when starting and accelerating the vehicle, and a mechanical brake is used when decelerating and descending a hill. Therefore, kinetic energy is discarded when decelerating or going down a slope, resulting in poor energy efficiency. For this reason, it is necessary to apply a hybrid system to a track type vehicle.

  In the conventional hybrid system, the weight and speed of the vehicle are detected, and the generator is controlled to be turned on and off so that the stored energy based on the detected weight and speed can be taken in and out of the capacity of the secondary battery.

Moreover, in a track type vehicle, a railway vehicle control device is disclosed that calculates a notch pattern that arrives at the next station on time and has a minimum power consumption (for example, Patent Document 1). The control device for a railway vehicle described in Patent Document 1 uses the vehicle state information such as the current position and current speed of the vehicle and the route information such as the track gradient and the curve to arrive at the next station on time. In addition, the notch pattern is optimized so as to minimize power consumption.
JP 2004-357399 A

  However, in the conventional hybrid system that only controls the generator ON / OFF so that the energy held in the vehicle can be taken in and out within the capacity of the secondary battery, the line gradient or curve of the actual line is not considered, When accelerating on the hill, energy shortage may occur, or the energy of the regenerative brake may not be charged on the hill and wasteful power generation by the generator may occur.

  Moreover, the railway vehicle control device described in Patent Document 1 optimizes a notch pattern using vehicle state information such as the current position of the vehicle and current speed, and route information such as a track gradient and a curve. Yes, energy management such as the remaining battery level of the secondary battery cannot be performed.

  The subject of this invention is providing the hybrid drive device which drives a track type vehicle, always maintaining the battery remaining amount of the secondary battery which supplies electric power to the electric motor for driving | running | working of a track type vehicle at an appropriate value.

  In order to solve the above-mentioned problems, a hybrid drive device according to the present invention drives a generator to generate electricity, stores the generated power in a battery, and uses the power from the generator or the battery to drive a track type vehicle. A hybrid drive device for driving an electric motor, comprising: a current position detection unit that calculates a travel distance from a starting point of the track-type vehicle and detects a current position on a route of the track-type vehicle based on the travel distance; A storage unit storing a route parameter indicating a battery remaining amount setting value set in advance for each route position of the track-type vehicle; a current position on the route detected by the current position detection unit; and A battery remaining amount setting value calculating unit that compares the route parameter stored in the storage unit to calculate the battery remaining amount setting value at the current position on the route, and the current position on the route. A battery remaining amount detection unit for detecting a remaining battery level of the pond, and the battery remaining amount setting value calculated by the battery remaining amount setting value calculating unit and the battery remaining amount detected by the battery remaining amount detecting unit. And an operation control unit that drives the generator when the battery remaining amount is smaller than the battery remaining amount set value.

  According to the hybrid drive device of the present invention, the current position detection unit calculates the travel distance from the starting point of the track type vehicle, and detects the current position on the route of the track type vehicle based on the travel distance from the start point. The storage unit stores a route parameter indicating a battery remaining amount setting value set in advance for each route position of the track type vehicle, and the current amount on the route detected by the current position detecting unit by the battery remaining amount setting value calculating unit. The battery level setting value at the current position on the route is calculated by comparing the position with the route parameter stored in the storage unit, and the battery level detection unit detects the battery level of the battery at the current position on the route. The operation control unit compares the remaining battery level set value calculated by the remaining battery level setting unit with the remaining battery level detected by the remaining battery level detection unit. Since the generator is driven when it is small, The battery remaining amount of the battery for supplying electric power to the motor for the line, it is possible to drive the track vehicle while maintaining always a proper value.

  Hereinafter, a hybrid drive device according to an embodiment of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a block diagram showing a configuration of a hybrid drive apparatus according to Embodiment 1 of the present invention. As shown in FIG. 1, the hybrid drive device 1 according to the first embodiment includes a current position detection unit 2, a storage unit 3, a battery remaining amount setting value calculation unit 4, a battery remaining amount detection unit 5, an operation control unit 6, and a weight. A calculation unit 7, a speed calculation unit 8, and a stored energy amount calculation unit 9 are provided.

  The track type vehicle equipped with this hybrid drive device outputs an operation command from the driving console 10 to the driving control unit 6, and the driving control unit 6 outputs a driving torque command to the driving inverter 11. Thus, the electric motor 13 is rotated to rotate the vehicle driving wheel 12. Further, when the electric motor 13 becomes (−) torque, power regeneration is performed through the path of the electric motor 13 → the driving inverter 11 → the booster circuit 15 → the secondary battery 16.

  The current position detection unit 2 obtains the rotation speed of the vehicle driving wheel 12 based on an electric signal from the encoder 14 that detects the rotation speed of the electric motor 13 that rotates the vehicle driving wheel 12. The current position detection unit 2 calculates a travel distance from the starting point of the track-type vehicle based on the rotation speed of the vehicle drive wheel 12 and the wheel diameter of the vehicle drive wheel 12.

  The current position detection unit 2 is preset with the starting point of the tracked vehicle and the traveling direction from the starting point. By calculating the traveling distance from the starting point of the tracked vehicle, the tracked vehicle is on the route. It is possible to detect the position of the head. That is, the current position detection unit 2 detects the current position on the track type vehicle based on the wheel rotation speed and the wheel diameter. The current position detection unit 2 corrects the current position based on a signal from the GPS 20 or the ground element 21 installed on the orbit.

  The storage unit 3 is, for example, an IC card or the like, and the power running energy consumed by the motor 13 during power running of the track type vehicle and the track when the track type vehicle is regenerated (when the motor 13 becomes (−) torque). The value for each route position of regenerative energy stored in the secondary battery 16 mounted on the electric vehicle (hereinafter, energy balance amount for each route position) is stored. In addition, the storage unit 3 stores route parameters indicating the remaining battery level setting value of the secondary battery 16 for each route position, which is set in advance based on the energy balance amount.

  The energy balance for each route position is determined by the power running for each route position based on route information such as the gradient, curve, etc. of the track on which the tracked vehicle travels, and the travel plan for the route during normal operation, and the operation plan such as the stop position. / Regenerative energy is calculated in advance on the desk, and this balance is recorded for each route position. The energy balance is corrected by actual measurement data collected during the test operation of the track type vehicle.

  A battery remaining amount setting value (hereinafter referred to as a route parameter) for each route position is set in advance on the desk based on the energy balance amount for each route position. This route parameter indicates that the remaining battery level of the secondary battery 16 is always within the range of 20% (secondary battery discharge limit) to 80% (secondary battery charge limit) of the battery capacity and the remaining battery level is It shows the remaining battery level for each route position when the generator 19 is ON-OFF controlled so that the starting point and the ending point coincide with each other. The timing for ON / OFF control of the generator 19 and the time for turning on the generator 19 are optimized by calculating various combinations using, for example, a computer.

  For example, during high speed travel, the battery level of the secondary battery 16 is set to be low so that the regenerative energy from the brake can be stored in the secondary battery 16. In front of the slope, the secondary battery 16 is set to have a high remaining battery capacity so that the secondary battery 16 can provide energy for going up the slope. In the vicinity of the top of the hill, the battery level of the secondary battery 16 is set to be low so that the regenerative energy from the brake can be stored in the secondary battery 16. When entering the station, the battery level of the secondary battery 16 is set to be higher so that the secondary battery 16 can cover the energy at the start.

  The battery remaining amount setting value calculation unit 4 collates the current position of the track-type vehicle detected by the current position detection unit 2 with the route parameter stored in the storage unit 3, and recharges the secondary battery 16 at the current position on the route. The remaining battery charge setting value is calculated. The remaining battery level setting value calculation unit 4 outputs the calculated remaining battery level setting value to the operation control unit 6.

  The remaining battery level detection unit 5 constantly detects the actual remaining battery level of the secondary battery 16 at the current position on the route, and outputs the detected remaining battery level to the operation control unit 6.

  The weight calculation unit 7 detects the load applied to the wheels of the track type vehicle based on the air pressure of the cart detected by the cart air pressure detection unit 22, and calculates the weight of the track type vehicle based on the load applied to the wheels. The speed calculation unit 8 calculates the rotation speed of the vehicle drive wheel 12 based on the electrical signal from the encoder 14 and calculates the traveling speed of the track-type vehicle based on the wheel rotation speed of the track-type vehicle.

  The stored energy amount calculation unit 9 calculates the stored energy amount of the track type vehicle based on the weight of the track type vehicle calculated by the weight calculation unit 7 and the traveling speed of the track type vehicle calculated by the speed calculation unit 8. To do.

The amount of energy held by the track-type vehicle is always calculated from the weight and travel speed of the track-type vehicle, and the following equation (1) is obtained by multiplying the kinetic energy ½ mv ² by a mechanical loss (for example, 0.0772). Is required.

(Amount of energy held) = 1/2 × (mechanical loss) × (vehicle weight) × (vehicle speed) ² (1)
The operation control unit 6 compares the battery remaining amount setting value calculated by the battery remaining amount setting value calculating unit 4 with the actual battery remaining amount detected by the battery remaining amount detecting unit 5, and the actual battery remaining amount is The generator 19 is rotated when it is smaller than the remaining amount set value, and the generator 19 is stopped when the actual battery remaining amount is larger than the remaining battery set value.

  That is, the generator output is turned on in the following equation (2), and the generator output is turned off in the equation (3).

Battery remaining amount set value for each route position> Actual battery remaining amount for each route position (2)
Battery remaining capacity set value for each route position <actual battery remaining amount for each route position (3)
Further, the operation control unit 6 has a value (hereinafter referred to as a total energy amount) obtained by adding the difference between the retained energy amount and the energy balance amount to the actual battery remaining amount of 20% to 80% of the battery capacity of the secondary battery 16. Correct the battery level setting so that it is within the range. That is, when the total amount of energy exceeds 80% of the battery capacity of the secondary battery 16 as in Expression (4), the remaining battery charge setting value is corrected as in Expression (5).

(Total energy amount) = (Actual battery remaining amount) + (Own energy amount) − (Energy balance amount)> 80% of battery capacity (4)
Battery remaining amount setting value (correction value) = (battery remaining amount setting value) + (80% of battery capacity) − ((actual battery remaining amount) + (retained energy amount) − (energy balance amount)) = (battery (Remaining capacity setting value) + ((80% of battery capacity) − (total energy amount)) (5)
That is, this correction calculation is performed by adding a value obtained by subtracting the total energy amount from 80% of the battery capacity to the battery remaining amount setting value before correction.

  In addition, when the total energy amount is smaller than 20% of the battery capacity of the secondary battery 16, the operation control unit 6 corrects the battery remaining amount setting value as represented by the expression (7). To do.

(Total energy amount) = (Actual battery remaining amount) + (Own energy amount) − (Energy balance amount) <20% of battery capacity (6)
Battery remaining amount setting value (correction value) = (battery remaining amount setting value) + (20% of battery capacity) − ((actual battery remaining amount) + (amount of retained energy) − (energy balance amount)) = (battery (Remaining amount setting value) + ((20% of battery capacity) − (total energy amount)) (7)
That is, this correction calculation is performed by adding a value obtained by subtracting the total energy amount from 20% of the battery capacity to the battery remaining amount setting value before correction.

  Next, the operation of the hybrid drive apparatus according to Embodiment 1 of the present invention will be described in detail with reference to the flowchart shown in FIG. 2 and the timing charts shown in FIGS. First, as shown in FIG. 2, the current position detector 2 detects the current position on the track of the track-type vehicle (step S1). Next, the remaining battery charge setting value calculation unit 4 collates the current position on the route detected by the current position detection unit 2 with the route parameter stored in the storage unit 3 to check the remaining battery level at the current position on the route. An amount set value is calculated (step S2).

  At this time, the stored energy amount calculation unit 9 is based on the weight of the track-type vehicle calculated by the weight calculation unit 7 and the traveling speed of the track-type vehicle calculated by the speed calculation unit 8. The amount of stored energy at the position is calculated, and the remaining battery level detection unit 5 detects the actual remaining battery level of the secondary battery 16 at the current position on the track of the track-type vehicle.

  The operation control unit 6 determines that the value (total energy amount) obtained by adding the difference between the amount of stored energy and the energy balance amount to the actual remaining battery amount of the secondary battery 16 at the current position on the route is the battery of the secondary battery 16. It is determined whether it is within the range of 20% to 80% of the capacity (step S3).

  When the total energy amount is in the range of 20% to 80% of the battery capacity of the secondary battery 16, the battery remaining amount setting value calculated by the remaining battery amount setting value calculating unit 4 and the remaining battery amount detecting unit 5 are detected. The actual remaining battery level of the secondary battery 16 is compared (step S4).

  When the total energy amount is outside the range of 20% to 80% of the battery capacity of the secondary battery 16, the battery remaining amount setting value calculated by the remaining battery amount setting value calculating unit 4 is corrected (step S5). Proceed to step S4.

  In step S4, when the actual battery remaining amount is smaller than the battery remaining amount set value, the operation control unit 6 outputs a command to rotate the generator 19 and rotates the generator 19 (step S6). When the actual battery remaining amount is larger than the battery remaining amount setting value, the operation control unit 6 outputs a command to stop the generator 19 and stops the generator 19 (step S7).

  FIG. 3 is a timing chart showing an example of the rotation / stop timing of the generator 19 when the total energy amount is in the range of 20% to 80% of the battery capacity of the secondary battery 16.

  As shown in FIG. 3, the current position of the track-type vehicle is a position x1 on the route, the actual battery level becomes smaller than the battery level setting value, and the operation control unit 6 issues a command to rotate the generator 19. The generator 19 is rotated. In addition, at position x2, the actual remaining battery level becomes larger than the remaining battery level setting value, and the operation control unit 6 issues a command to stop the generator 19 to stop the generator 19. Further, at position x3, the actual remaining battery level becomes smaller than the remaining battery level setting value, and the operation control unit 6 issues a command to rotate the generator 19 to rotate the generator 19.

  FIG. 4 is a timing chart showing an example of the rotation / stop timing of the generator 19 when the total energy amount is outside the range of 20% to 80% of the battery capacity of the secondary battery 16 and the battery remaining amount setting value is corrected. It is a chart.

  As shown in FIG. 4, at positions x2 to x5 on the route, the total energy amount exceeds 80% of the battery capacity, and the battery remaining amount setting value is corrected as indicated by the thick line in the figure. Further, at positions x6 to x9, the total energy amount is smaller than 20% of the battery capacity, and the battery remaining amount setting value is corrected as indicated by the thick line in the figure.

  Therefore, in FIG. 4, when the current position of the track-type vehicle is the position x1 on the route, the actual battery level becomes smaller than the battery level setting value, and the operation control unit 6 issues a command to rotate the generator 19. The generator 19 is rotated. Further, the actual battery remaining amount becomes larger than the battery remaining amount set value at the position x3, and the operation control unit 6 issues a command to stop the generator 19 to stop the generator 19.

  Further, the actual remaining battery level becomes smaller than the remaining battery level setting value at the position x7, and the operation control unit 6 issues a command to rotate the generator 19 to rotate the generator 19. In addition, the actual remaining battery level becomes larger than the remaining battery level setting value at the position x8, and the operation control unit 6 issues a command to stop the generator 19 to stop the generator 19. Further, the actual remaining battery level becomes smaller than the remaining battery level setting value at the position x10, and the operation control unit 6 issues a command to rotate the generator 19 to rotate the generator 19.

  As shown in FIG. 4, when the total energy amount is out of the range of 20% to 80% of the battery capacity of the secondary battery 16, by correcting the battery remaining amount setting value, between the positions x 3 and x 4 The operation of the generator was changed so that the generator 19 was turned off and the generator 19 was turned on between the positions x7 and x8.

  Thus, according to the hybrid drive device according to the first embodiment, the current position detection unit 2 calculates the travel distance from the starting point of the track-type vehicle, and the route of the track-type vehicle based on the travel distance from the start point. The battery remaining amount setting value calculation unit 4 collates the route parameter stored in advance in the storage unit 3 with the current position on the route detected by the current position detection unit 2 and detects the current position on the route. The remaining battery level setting value at the current position is calculated, and the operation control unit 6 calculates the remaining battery level setting value calculated by the remaining battery level setting value calculation unit 4 and the actual remaining battery level detected by the remaining battery level detection unit 5. When the actual remaining battery level is smaller than the remaining battery level setting value, the generator 19 is rotated. Therefore, the track type vehicle can be driven while the remaining battery level of the secondary battery 16 is always kept at an appropriate value.

  For this reason, for example, the remaining amount of the secondary battery 16 is low near the top of the slope, and all the regenerative energy when going down the slope can be stored in the secondary battery 16. In addition, the remaining battery capacity of the secondary battery 16 is increased in a route position that requires a large output, such as when accelerating and when climbing a hill, so that there is no shortage of power. At this time, energy may be supplemented by outputs from both the generator 19 and the secondary battery 16. In this way, energy can be used without waste, and energy sharing can be optimized between the generator 19 and the secondary battery 16.

  Further, the operation control unit 6 compares the actual battery remaining amount with a preset battery remaining amount setting value, and controls the generator 19 to be turned on and off, thereby controlling the remaining battery amount of the secondary battery 16. Since the amount is always kept at an appropriate value, the driver can drive as planned without worrying about the generator capacity even if the capacity of the generator 19 is small.

  Further, according to the hybrid drive apparatus according to the first embodiment, the weight calculation unit 7 calculates the weight of the track type vehicle based on the load applied to the wheels of the track type vehicle, and the speed calculation unit 8 rotates the wheel of the track type vehicle. The running speed of the track type vehicle is calculated based on the number. Then, the stored energy amount calculation unit 9 calculates the stored energy amount of the track-type vehicle based on the weight of the track-type vehicle and the traveling speed. Then, the operation control unit 6 adds the stored energy amount to the actual battery remaining amount, and subtracts the energy balance amount stored in the storage unit 3 from here, so that the total energy amount of the track type vehicle is secondary When 80% of the battery capacity of the battery 16 is exceeded, the battery remaining capacity setting value is corrected by adding a value obtained by subtracting the total energy amount from 80% of the battery capacity to the battery remaining capacity setting value. When the total energy amount is smaller than 20% of the battery capacity, the battery remaining amount setting value is corrected by adding a value obtained by subtracting the total energy amount from 20% of the battery capacity to the remaining battery amount setting value. Therefore, even when the track-type vehicle becomes unscheduled due to unforeseen circumstances, vehicle operation outside the operation plan such as overspeed operation, the track-type vehicle is driven while maintaining the remaining battery level of the secondary battery 16 at an appropriate value. Can do.

  Note that the secondary battery 16 may be a capacitor.

  The present invention can be used as a hybrid drive device for driving a track type vehicle.

It is a block diagram which shows the structure of the hybrid drive device which concerns on Example 1 of this invention. It is a flowchart which shows operation | movement of the hybrid drive device which concerns on Example 1 of this invention. It is a timing chart which shows an example of the timing of rotation / stop of a generator. It is a timing chart which shows another example of the timing of rotation / stop of a generator.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Hybrid drive device 2 ... Current position detection part 3 ... Memory | storage part 4 ... Battery remaining charge setting value calculation part 5 ... Battery remaining charge detection part 6 ... Operation control part 7 ... Weight calculation part 8 ... Speed calculation part 9 ... Retained energy Amount calculation unit 10 ... operation console 11 ... driving inverter 12 ... vehicle drive wheel 13 ... electric motor 14 ... encoder 15 ... booster circuit 16 ... secondary battery 17 ... power generation unit 18 ... diesel engine 19 ... generator 20 ... GPS
21 ... Ground element 22 ... Carriage air pressure detector

Claims (2)

A hybrid drive device for driving a generator to generate electric power, storing the generated power in a battery, and driving an electric motor for traveling the track-type vehicle with electric power from the generator or the battery,
A current position detector for calculating a travel distance from the starting point of the track-type vehicle and detecting a current position on a route of the track-type vehicle based on the travel distance;
A storage unit storing a route parameter indicating a battery remaining amount setting value of the battery preset for each route position of the track-type vehicle;
The remaining battery level for calculating the remaining battery level setting value at the current position on the route by comparing the current position on the route detected by the current position detection unit with the route parameter stored in the storage unit A set value calculation unit;
A remaining battery level detection unit for detecting the remaining battery level of the battery at the current position on the route;
The battery remaining amount setting value calculated by the battery remaining amount setting value calculating unit and the battery remaining amount detected by the battery remaining amount detecting unit are compared, and the battery remaining amount is more than the battery remaining amount setting value. A hybrid drive device comprising: an operation control unit that drives the generator when it is small. Further comprising a stored energy amount calculation unit that calculates a stored energy amount of the track-type vehicle based on a weight of the track-type vehicle and a traveling speed of the track-type vehicle;
The storage unit stores a power running energy consumed by the electric motor calculated in advance for each route position of the track-type vehicle and an energy balance amount indicating a regenerative energy regenerated from the electric motor,
The operation control unit is configured such that a total energy amount of the track type vehicle indicating a value obtained by adding a difference between the retained energy amount and the energy balance amount to the battery remaining amount exceeds a predetermined upper limit value of the battery capacity of the battery. The battery remaining amount setting value is corrected by adding a value obtained by subtracting the total energy amount from the predetermined upper limit value to the remaining battery amount setting value, and the total energy amount is equal to the battery capacity of the battery. The battery remaining amount setting value is corrected by adding a value obtained by subtracting the total energy amount from the predetermined lower limit value to the battery remaining amount setting value when the value is smaller than a predetermined lower limit value. Item 2. The hybrid drive device according to Item 1.

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