JP2008118761A - Hybrid energy storage device of electric vehicle and electric vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To input/output the power of an energy storage device to/from a diver becoming the load in accordance with operation of a train through a simple arrangement without using a reversible converter, and to control storage of power between a secondary battery and a capacitor. <P>SOLUTION: The energy storage device 1 having a regenerative brake function in AC motor control through an inverter or DC motor control through a chopper and connecting the energy storage device in parallel between the current collector and the train controller of an electric vehicle running between respective stations of a predetermined route length in accordance with predetermined running characteristics is constituted by connecting an electric double layer capacitor 3 and a secondary battery 2 in parallel. The electric double layer capacitor 3 has an equivalent internal resistance Rc not larger than one half of the equivalent internal resistance Rb of the secondary battery 2, and has a capacity Cc capable of storing at least the maximum power out of respective powers required for running between respective stations. The secondary battery 2 has a capacity Cb capable of storing the power required for running the predetermined route length. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a hybrid power storage device and an electric vehicle for an electric vehicle for storing power from a ground power supply device in a power storage device and then supplying the power required for traveling from the power storage device to a drive control device to drive stably. Is.

  A DC feeder substation that supplies electric power to a train normally converts AC power into DC with a rectifier and supplies DC to the train via electric wires. As the distance between the DC feeder substation and the train increases, the feeder resistance increases, the voltage drop due to this resistance increases, and the voltage at the train collector decreases. When the value of the voltage drop at the train current collector is large, the train running characteristics are affected, so voltage compensation is required. As countermeasures, it is common to select transformer taps in feeder substations to increase output voltage, to increase feeders to reduce feeder resistance, to shorten substation spacing, etc. Various measures are being taken.

Recently, a feeder voltage compensation device using an electric double layer capacitor or the like for the power storage unit can be installed on the ground side or on the train side to take measures against voltage drops and absorb regenerative power during train braking to take measures against regeneration and revocation. It is being studied together (for example, see Patent Documents 1 and 2). More recently, the performance of lead-acid batteries and especially lithium-ion batteries has been improved as secondary batteries that constitute the electricity storage unit of electricity storage devices. Vehicle travel such as trains and buses that do not depend on the vehicle has been studied (for example, see Patent Document 3).
JP 2001-359244 A JP 2003-18702 A JP 2006-54958 A

  In the running of electric vehicles, particularly in the running of trains using railway transportation, power consumption is often accelerated after departure from the station. In traveling between stations, electric power required to maintain the train speed with respect to running resistance is required, but this electric power is not so large on a route having a relatively short distance between stations like a conventional line. Further, in the braking operation for stopping at the next station, the train has a large kinetic energy, and in order to reuse it, a device capable of storing the electric power regenerated in a short time is required.

  Secondary batteries, particularly lithium ion batteries, have excellent power storage capacity per unit weight and excellent charge / discharge characteristics over a long period of time. However, in a train with a maximum speed of about 90 km / h, the acceleration time and braking time are about 30 seconds, and the charge / discharge characteristics of the lithium ion battery are not suitable for acceleration and deceleration in such a short time. There is no heat generation. Electric double layer capacitors have charge / discharge characteristics suitable for acceleration and deceleration in a short time, but considering the use of an electric double layer capacitor alone as a driving power source for trains, it is possible to store electricity per unit weight. A sufficient amount cannot be secured.

  The secondary battery and the capacitor are the same in the function of storing electricity, but the former has the characteristic of maintaining the output voltage constant, and conversely, the capacitor has the characteristic of determining the output voltage according to the stored amount of electricity. . Therefore, it is generally said that a reversible converter capable of inputting / outputting electric power during this time is required to connect the two to form a power storage device. However, it is not easy to input and output the power of the power storage device to and from the drive device serving as a load in accordance with the train operation, and to control both the stored power using a reversible converter.

  The present invention solves the above-mentioned problem, and inputs and outputs the power of the power storage device to and from the drive device serving as a load in accordance with the train operation with a simple configuration without using a reversible converter, and The stored electric power between the secondary battery and the capacitor can be controlled.

  Therefore, the present invention has a regenerative braking function in an AC motor control by an inverter and a DC motor control by a chopper device, and collects power from a ground power supply device such as a feeder substation and a train control. A power storage device is connected in parallel with the device to store the power in the power storage device, and during power running, the stored power is discharged and used as driving power for the train control device without passing through an electric wire. The regenerative power of the electric vehicle is charged to the power storage device and travels between stations of a predetermined route length according to predetermined travel characteristics, the power storage device comprising an electric double layer capacitor, a secondary battery, Are connected in parallel, and the electric double layer capacitor has less equivalent of an equivalent internal resistance equal to or less than one half of an equivalent internal resistance of the secondary battery and power required for traveling between the stations. And the secondary battery has a capacity capable of storing electric power required for traveling for the predetermined route length, and the predetermined route length is It is characterized by the length of the line that can collect power from the ground power supply device such as the feeding substation to the current collecting device.

  In addition, as an electric vehicle that has a regenerative braking function such as an AC motor control by an inverter and a DC motor control by a chopper device, and travels between stations of a predetermined route length according to a predetermined travel characteristic, an electric double layer capacitor and a secondary A battery is connected in parallel to form a power storage device, and the electric double layer capacitor includes an equivalent internal resistance equal to or less than half of an equivalent internal resistance of the secondary battery, and each electric power required for traveling between the stations. The secondary battery has a capacity capable of storing the electric power required to travel the predetermined route length, and has a capacity capable of storing the maximum electric power, from a ground power supply device such as a feeder substation. The power storage device is connected in parallel between the current collector that collects the power of the train and the train control device, and the power is stored in the power storage device. During power running, the stored power is discharged and the train is not passed through the electric wire. Using the driving power of the control device, characterized by charging the regenerative power from the train control device to the power storage device.

  As a characteristic of the drive power source suitable for traveling on a train, a power storage device having a large amount of power storage suitable for short-time charging / discharging during acceleration operation and braking operation and suitable for traveling operation over a route length is required. In the present invention, in order to obtain both characteristics, a hybrid battery is configured by combining a secondary battery and an electric double layer capacitor, which are excellent in each characteristic. And according to the present invention, focusing on the charge / discharge characteristics based on the amount of electricity stored and the internal resistance of both, the capacity and the equivalent internal resistance corresponding to the power required for the route length and travel between stations are optimized. Power can be exchanged appropriately, and as an overhead wire-less electric vehicle, the voltage during power running by the drive control device can be stabilized, and regenerative power can be stored during braking, and this power can be used effectively as drive power .

  According to the present invention, the capacitance of the capacitor is minimized so that the power running power to the next station can be stored, and the internal resistance is less than half of the internal resistance of the secondary battery. Appropriately share the charge / discharge current. Therefore, without providing a DC-DC converter for complex power control between them, it is possible to reduce the power conversion loss and utilize the advantages of a capacitor with excellent responsiveness and a secondary battery with a large amount of charge as a power storage device. Can do.

  Embodiments of the present invention will be described below. FIG. 1 is a diagram showing a simple equivalent circuit configuration for explaining an embodiment of an electric vehicle equipped with a hybrid power storage device according to the present invention, and FIG. 2 is a diagram for explaining input / output characteristics of the hybrid power storage device. In the figure, 1 is a hybrid power storage device, 2 is a secondary battery, 3 is an electric double layer capacitor, 4 is a current source, 5 is a DC-DC converter, 6 is a load, and Sw1 and Sw2 are switches. Rc and Cc represent the equivalent internal resistance and capacitance of the electric double layer capacitor 3 constituting the hybrid power storage device 1, and Rb and Cb are equivalent internal resistances of the secondary battery 2 constituting the hybrid power storage device 1. And an equivalent circuit with respect to the storage amount. The equivalent circuit of the secondary battery 2 is disclosed in Japanese Patent Application Laid-Open No. 2001-307780 “Equivalent circuit of a secondary battery, a method for detecting a storage amount of a secondary battery using this circuit, and a hybrid power source comprising a secondary battery and a capacitor. Since it is described in “Apparatus”, detailed description is omitted.

  In FIG. 1, in the hybrid power storage device 1 of the present embodiment shown in FIG. 1, the electric double layer capacitor 3 determines the capacitance Cc based on the amount of electric power required for traveling to the next station of the train. DC615V is 70F. The equivalent internal resistance Rc is 0.05Ω and is 50% or less of the equivalent internal resistance Rb of the secondary battery 2, that is, half or less. The secondary battery 2 has a voltage of DC 615 V, an electrostatic capacity Cb of 700 F, and a storage amount of 37 kWh necessary for traveling on the route length. The assembled battery has an equivalent internal resistance Rb of 0.1Ω. As described above, the equivalent internal resistance Rc of the electric double layer capacitor 3 is set to be equal to or less than half of the equivalent internal resistance Rb of the secondary battery 2 and is connected when the internal resistance alone cannot satisfy the condition. In the following, the additional internal resistance is referred to as equivalent internal resistance.

In FIG. 1, when the current flowing through the electric double layer capacitor 3 is Ic and the current flowing through the secondary battery 2 is Ib, the charge / discharge current I is
[Equation 1]
I = Ic + Ib
When the charge / discharge current is constant,
[Equation 2]
I = K (a constant value, for example, 400 A)
When there is no charge / discharge current,
[Equation 3]
I = 0
The voltage E of the power storage device is
[Equation 4]
E = Ic · Rc + (1 / Cc) · ∫Icdt
= Ib · Rb + (1 / Cb) · ∫Ibdt
The following relational expression holds. In these equations, the charge / discharge current, the storage capacity, and the equivalent internal resistance are specifically determined. Charging of the hybrid power storage device 1 is performed by a ground power source, and in the present embodiment shown in FIG. 1, a ground power source that is charged by the current source 4 and the switch SW1 is shown. The discharge from the hybrid power storage device 1 is converted into a voltage required by the load 6 by the DC-DC converter 5, and the switch SW2 is turned on.

  Charging / discharging control of the hybrid power storage device 1 is performed so that the circuit configuration is charged for 10 seconds from the current source with the input current of 400 A and then paused for 10 seconds, and the load is discharged for 10 seconds with the load current of 400 A. Is shown in FIG. In FIG. 2, charging is performed with a current of DC400A from the current source 4 from the time point 10 seconds to the time point 20 seconds, and at the time point 10 seconds when the charging is started, the secondary battery 2 and the electric double layer capacitor 3 are charged. From the charged state of approximately the same voltage, approximately 70% of the input current flows to the electric double layer capacitor 3 and 30% to the secondary battery 2 in accordance with the ratio of the equivalent internal resistances Rb and Rc.

  Since the electric double layer capacitor 3 flows with a larger charge current than that of the secondary battery 2, the voltage increase rate is increased. In accordance with the difference between the rising speed of the voltage of the electric double layer capacitor 3 and the voltage of the secondary battery 2, the current that flows in the electric double layer capacitor 3 gradually decreases, and this current sharing is reversed at 20 seconds. . When the charging current from the current source 4 disappears at the time of 20 seconds, the voltage of the electric double layer capacitor 3 is larger than the voltage of the secondary battery 2 at this time. The current flows from the double layer capacitor 3 to the secondary battery 2, and the distribution of the charged amount is adjusted so that the voltage difference is eliminated.

  Next, when the load is discharged at DC400A from 30 seconds, 80% of the load current is left from the electric double layer capacitor 3 according to the difference between the voltage of the electric double layer capacitor 3 and the voltage of the secondary battery 2. 20% is supplied from the secondary battery 2 respectively. This ratio is reversed as shown in FIG. 2 because the voltage of the electric double layer capacitor 3 greatly decreases as the battery discharges. When this discharge ends at 40 seconds, the secondary battery 2 recharges the electric double layer capacitor 3 in accordance with the voltage difference between them.

  As described above, by connecting the electric double layer capacitor 3 and the secondary battery 2 in parallel, the electric storage capacity and the equivalent internal resistance are reduced between the electric storage devices including the electric double layer capacitor 3 and the secondary battery 2. Current sharing and transmission / reception can be performed to share external charge / discharge current. Next, a hybrid power storage device for trains using this principle will be described.

  3 is a diagram showing a configuration of a train inverter drive circuit using a capacitor power storage device, FIG. 4 is a diagram showing a configuration of a train inverter drive circuit using a hybrid power storage device, and FIG. 5 is a diagram of the capacitor power storage device shown in FIG. FIG. 6 is a diagram for explaining travel characteristics, and FIG. 6 is a diagram for explaining travel characteristics in the hybrid power storage device shown in FIG. 4, and shows an example in which a train has a weight of 30 tons and travels between 750 m between stations.

  In the train inverter drive circuit shown in FIG. 3, electric power is supplied to the vehicle from the ground power supply device via the electric wire 11, and the electric double layer capacitor 3 constituting the capacitor power storage device is charged by the reversible converter (converter) 12 in the vehicle. Discharge. In the train inverter drive circuit shown in FIG. 4, the secondary battery 2 and the electric double layer capacitor 3 are connected in parallel to constitute the hybrid power storage device 1. The secondary battery 2 has a capacity Cb that can store electric power suitable for the entire traveling of the vehicle. The electric double layer capacitor 3 has a capacity Cc that can store at least the amount of electricity required for powering during the period from the departure from the station to the stop at the next station. Here, the capacity Cc required for power running of the electric double layer capacitor 3 will be described.

  In the case of the example shown in FIG. 3 configured by only the electric double layer capacitor 3 as the power storage device, the reversible converter 12 is charged to the rated voltage of the electric double layer capacitor 3 and is used up to about 50% of the rated voltage at the time of discharging. It is common. That is, in order to discharge predetermined power to the load 14 through the inverter 13, the amount of current to be discharged increases as the voltage decreases, and the current withstand capability of the converter 12 is limited. That is, up to 75% of the amount of electricity stored in 3 is used.

  Therefore, in the train inverter drive circuit using the capacitor power storage device shown in FIG. 3, the capacity capable of storing the amount of electricity required for power running is, for example, the voltage of the electric double layer capacitor 3 in the power running section during vehicle travel. The state is reduced to 50%. Also in the train inverter drive circuit using the hybrid power storage device shown in FIG. 4, the hybrid power storage device 1 is configured by connecting the electric double layer capacitor 3 similar to FIG. 3 in parallel with the secondary battery 2. 3 and 4, after the initial charging of the power storage device loaded in the train is performed from the electric wire 11, the train is predetermined from the departure from the station to the stop at the next station even if there is no electric wire only with this electric storage amount. It is possible to travel with the travel characteristics. That is, the secondary battery 2 has a storage capacity necessary for traveling between stations of a predetermined route length according to predetermined traveling characteristics, and the electric double layer capacitor 3 includes the electric power required for traveling between the stations, It has a capacity capable of storing at least the maximum electric power. In the route length exceeding the storage capacity of the secondary battery 2, an electric wire path for charging the power storage device is provided on the way. This makes it possible to travel through the entire route section while recharging.

  Driving characteristics using a capacitor power storage device having a capacity necessary for driving to the next station will be described with reference to FIG. Capacitor capacity is 70F and is initially charged to DC615V. As the train accelerates and travels to the next station, the voltage drops and drops to near the minimum operating voltage DC300V of the DC-DC converter. After this, regenerative braking for stopping the station acts, and a charging current by regenerative power flows through the electric double layer capacitor 3, so that the voltage rises. Such a voltage is halved, that is, the capacity of the electric double layer capacitor 3 that is used up to 75% is the capacity necessary for traveling to the next station.

  Travel using a hybrid power storage device configured by connecting in parallel a secondary battery 2 having a sufficient capacity necessary for traveling over the length of the traveling route to the electric double layer capacitor 3 having a capacity necessary for traveling to the next station The characteristics will be described with reference to FIG. In FIG. 6, the equivalent internal resistance of the electric double layer capacitor 3 is reduced to 50% or less of the equivalent internal resistance of the secondary battery 2, and as a result, during train acceleration (time axis 0.00-10.00) About 50% of the current is shared by the electric double layer capacitor 3. Current for maintaining the speed of the train during traveling in the constant speed section (time axis 10.00 to 50.00) is supplied from the secondary battery 2, and a part of the current is charged in the electric double layer capacitor 3. However, most is supplied as drive power for the electric motor. When regenerative power is generated by starting deceleration (time axis 50.00-) due to the stop of the station, the electric double layer capacitor 3 mainly shares current and the sharing of the secondary battery 2 decreases. After the train stops, the current is transferred from the electric double layer capacitor 3 to the secondary battery 2, and the voltage of the electric double layer capacitor 3 is restored to the initial DC 615V on the time axis 85.00.

  As described above, the electric vehicle equipped with the hybrid power storage device according to the present invention has a regenerative braking function for AC motor control by an inverter, DC motor control by a chopper device, and the like, and a feeder substation indicated by a current source 4 The hybrid power storage device 1 is connected in parallel between the current collector for collecting power from the ground power supply device, the DC-DC converter 5 and the train control device indicated by the load 6 to store power therein. And during power running, the stored power is discharged and used as driving power for the train control device without going through the electric wires, and the regenerative power from the train control device is charged into the hybrid power storage device 1 so that a predetermined distance between the stations is predetermined. Travel according to the travel characteristics. The hybrid power storage device 1 is configured by connecting an electric double layer capacitor 3 and a secondary battery 2 in parallel. In a train operation using the hybrid power storage device, the capacitance Cc and the equivalent internal resistance Rc of the electric double layer capacitor 3 are set. By appropriately determining and optimizing the constants Cb and Rb of the secondary battery 2, the charge / discharge current can be shared between the two according to the characteristics without using a DC-DC converter. In this sharing, during the power running acceleration operation, the current Ic is shared by the electric double layer capacitor 3 by about 50%, and the burden on the secondary battery 2 when the output current becomes large in a short time is reduced. In the power running at constant speed operation, the amount of power is small, but power is supplied from the secondary battery 2, and during the braking operation, the electric double layer capacitor 3 mainly stores regenerative power, and the electric double layer capacitor 3 stores two power during the stop time. Electric power is transferred from the secondary battery 2 to recover to the initial state, and stored electric power is provided for the next inter-station travel.

  Next, as described above, the electric double layer capacitor 3 has the capacity Cc required for power running or, for example, the voltage of the electric double layer capacitor 3 is reduced to 50% in the power running section in the vehicle running described with reference to FIGS. An example of a support system for evaluating whether or not the capacity is a design value will be described. 7 is a diagram for explaining an embodiment of a design evaluation support system for an electric double layer capacitor, FIG. 8 is a diagram for explaining an outline of the electric double layer capacitor and a load circuit, and FIG. 9 is a diagram for explaining a configuration example of capacitor data. FIG. 10 is a diagram illustrating a configuration example of load data, and FIG. 11 is a diagram illustrating a configuration example of analysis data and evaluation data. In FIG. 7, 21 is capacitor data, 22 is load data, 23 is a capacitor current calculation unit, 24 is a capacitor charge / discharge calculation unit, 25 is an evaluation data generation processing unit, and 26 is an analysis data storage / output unit.

  The electric double layer capacitor design evaluation support system according to this embodiment includes capacitor data 21 and load data 22 given as design data as shown in FIG. 7, and charging / discharging of the electric double layer capacitor in time series based on these design data. A capacitor current calculation unit 23 for obtaining a current, a capacitor charge / discharge calculation unit 24 for obtaining a voltage (original voltage, terminal voltage), an evaluation data generation processing unit 25 for obtaining information on an evaluation of a necessary storage capacity and an allowable heat capacity of the electric double layer capacitor, The analysis data storage / output unit 26 stores these data, and edits and outputs the data into a table, list, waveform diagram, graph, or the like. In the electric double layer capacitor design evaluation support system, data related to the rated specifications of the electric double layer capacitor is stored as the capacitor data 21, and data such as time series operation patterns and load patterns is stored as the load data 22. Based on data relating to the electric double layer capacitor 3 and its load circuit (reversible converter 12, inverter 13 and motor 14 shown in FIG. 8), for example, the electric double layer capacitor has an end voltage, a storage capacity and a temperature rise within an allowable range. The number of series-parallel capacitors is determined.

  Therefore, first, information on the current, voltage, charge / discharge amount, power loss, and temperature rise of the electric double layer capacitor in time series based on time series load pattern data and design data including the rated specifications of the electric double layer capacitor 3 Analytical data including Further, evaluation data including information on capacitance design and evaluation of the electric double layer capacitor is obtained based on the analysis data, and the analysis data and the evaluation data are output. Thus, analysis data and evaluation data simulated according to design data including time-series load pattern data and rated specifications of the electric double layer capacitor are provided as design evaluation support data for the electric double layer capacitor.

In FIG. 8, if the data regarding the electric double layer capacitor 3 is, for example, a bank voltage (capacitor voltage, original voltage) v _ci , capacitance C _c , internal resistance r _c , and storage amount w _ci at t _i. In order to supply the required power w _li (negative in the case of regenerative power) from the double layer capacitor 3, charge / discharge control must be performed so that a predetermined current i _i corresponding to the output voltage v _ti flows. At this time, the power loss generated in the electric double layer capacitor is obtained as (i _i ² × r _c ) from the internal resistance r _c and the current i _i, and the bank voltage v _ci of the electric double layer capacitor is expressed as follows. The voltage drop caused by the current i _i flowing through the resistor r _c is added to the output voltage v _ti (v _ti + i _i × r _c ), and the charged amount w _ci in the electric double layer capacitor is C _c × v _ci ² / 2, the charge / discharge amount Δw _ci is obtained as (w _ci−1 −w _ci ), respectively. Further, the heat generation amount and the heat radiation amount are obtained based on a function corresponding to the power loss, and the analysis data is obtained as the value of each time t _i . Incidentally, the power storage capacity W _cmax of the electric double layer capacitor, a ^{_{(C c × v cf 2/}} 2) when the charged bank until the full charge voltage v _cf.

The capacitor data 21 includes, for example, the module voltage v _M , the cell series number N _S , the module capacitance C _M , the module internal resistance r _M , the allowable temperature T _ref , the module series number N _MS , and the parallel number N _{MP shown in FIG} . Rating specifications such as bank voltage v _c (voltage v _cf at full charge), bank capacitance C _c , bank internal resistance r _c , number of modules N _M , heat generation / heat dissipation coefficient, temperature rise function, heat tolerance, etc. The design data of the so-called electric double layer capacitor including, and is stored in a memory or the like to be stored. The module is a basic structural unit of the electric double layer capacitor 3 in which a predetermined number of cells are connected in series, and the bank is configured by connecting a plurality of modules in series and connecting them in parallel to form an electric double layer capacitor. It is.

For example, 25 cells of 2.5 (V) are connected in series to constitute a module having a module voltage v _M of 50 (V). Assuming that this module is the basic structural unit, when the load use (start) voltage v _L is 650 (V), a bank having a parallel number of 1 is selected and set as 13 modules connected in series. . That is, by the module series number N _MS 13, fully charged when the bank voltage (v _cf) is a bank configuration of 650 (V), the bank capacitance C _c is C _M / 13, the bank internal resistance r _c Is obtained by 13 × r _M. If the parallel number N _MP is reduced from 1 to 2, the new bank capacitance C _c is doubled, the bank internal resistance r _c is halved, and the number of modules N _M is doubled. As described above, the rated specification value related to the bank first determines the bank voltage and other values.

The load data 22 is, for example, load pattern data having the use voltage v _L shown in FIG. 10 and the power (required power) w _li required for the electric double layer capacitor in time series t _i , and the memory for storing and holding the load data 22 And so on. It may be a load capacity w _li per unit time Δt, or may be a function of a load capacity that changes with time. For example, the torque is calculated from the input acceleration / deceleration travel pattern, and a load pattern (= rotation speed × torque) is obtained by multiplying the rotation speed torque of the travel pattern.

The capacitor current calculation unit 23 obtains a current i _i that is charged / discharged from the electric double layer capacitor 3 according to the required power based on the capacitor data 21 and the load data 22, and is analyzed as part of the analysis data by updating the time. The voltage of the capacitor data stored in the data storage / output unit 7 and updated in time series is used as the next data. The capacitor current i _i flowing corresponding to the required power w _li (= v _ti × i _i ) at each time t _i of the load data is
[Equation 5]
i _i = {v _ci ± √ (v _ci ² −4 × r _c × w _li )} / (2 × r _c )
Here, i _i × v _ci = w _li + i _i ² × r _c = Δw _ci
Is required.

The capacitor charge / discharge calculation unit 24 calculates the bank voltage (capacitor voltage, original voltage) and terminal voltage based on the current i _{i of} the electric double layer capacitor 3 calculated by the capacitor current calculation unit 23 and each data, and updates the time. , T _i at the terminal (output) voltage v _ti of the electric double layer capacitor 3 is
[Equation 6]
_{v ti = v ci -i i ×} r c
The bank voltage v _{ci + 1} of the electric double layer capacitor 3 after the discharge by the current i _i (at t _{i + 1} ) is:
[Equation 7]
v _{ci + 1} = √ (v _ci ² −2 × i _i × v _ci / C _c )
^{_{Here, C c × v ci 2/}} 2 = (C c × v ci + 1 2/2) + (i i × v ci)
w _ci = w _{ci + 1} + Δw _ci
Is required.

Evaluation data generation processing unit 25, the temperature of the electric double layer capacitor 3 determined by calculation of the internal resistance power loss _i i ² × r _c and the heating-radiation coefficient and temperature rise functions in r _c, or in the integrated value there total power loss Σi _i ² × r _c and the temperature rise coefficient (obtained as an experimental value value, for example 1 to 3) obtained by calculation with. Alternatively, the total power loss may be converted into Joule heat, and the temperature rise value may be calculated using the specific heat of the module. And the information regarding evaluation of the required electrical storage capacity and allowable heat capacity of the electric double layer capacitor 3 is calculated | required. For example, the minimum value of the voltage at which the discharge amount is the largest, that is, the remaining storage capacity (storage capacity at each time) is the smallest, the end voltage, the remaining storage capacity corresponding to those voltages, the maximum discharge amount (= of the electric double layer capacitor) Storage capacity-minimum value of remaining storage capacity), utilization rate of electric double layer capacitor, temperature rise value, margin ratio, etc. are obtained. For example, regarding the temperature of the electric double layer capacitor, whether or not the temperature rise value falls within the temperature rise allowable range or the upper limit value is determined based on the temperature rise value, the ratio of the temperature rise value to the upper limit value, the temperature rise value and the upper limit value. The ratio of the difference between the temperature rise value and the upper limit value is obtained as a margin rate.

The analysis data storage / output unit 26 generates, as an analysis / evaluation data file, the voltage (bank voltage) v _ci , current i _i , charge / discharge amount Δw _ci , power loss i _i ² × r _c , and heat generation. 11 including, for example, FIG. 11A including the heat dissipation amount Q _ti , the output voltage v _ti excluding the voltage drop due to the internal resistance r _c , and the total power loss Σi _i ² × r _c (= ∫i ² × r _c di) The evaluation data shown in FIG. 11 (b) including the analysis data, the minimum value v _cmin of the bank voltage, the maximum value W _max of the required electric energy, the utilization factor η of the electric double layer capacitor, the temperature rise value T _max , and the margin rate γ. Are stored, edited and output as a table, list, waveform diagram, graph, or the like. Analysis data is determined to correspond to each of the load pattern w _li of the time series t _i.

Next, this embodiment will be further described with specific processing. FIG. 12 is a diagram for explaining an example of processing in the design evaluation support system for the electric double layer capacitor of the present embodiment. It is assumed that capacitor data of a module that is one basic structural unit of the electric double layer capacitor is already stored in the data file. As shown in FIG. 12, first, by inputting load data (step S11), the module series number _{NMS from} which a desired voltage (v _L , v _c ) is obtained is obtained (step S12). Next, by inputting the parallel number N _MP (step S13), each rated value of the electric double layer capacitor (bank voltage v _c , bank capacitance C _c , bank internal resistance r _c , number of modules N _M ) is obtained. Obtained (step S14).

The capacitor current i _i corresponding to the required power w _li at each time t _i of the load data is obtained (step S15), and the bank voltage v _ci , output voltage v _ti , charge / discharge amount Δw _ci , power loss i _i ² × r _c . Obtain heat generation / heat radiation amount _Qti and store capacitor data (step S16). Then, the time is updated (t _i ← t _{i + 1} ) (step S17), it is determined whether or not the process has been completed for all times (step S18), and step S15 is performed until the process is completed for all times. Return to the above and repeat the same process.

When the process for all the time, extracts the minimum value v _cmin bank voltage (step S19), the maximum value W _max of required power amount ^{_{(= C c × v cf 2}} /2-C c × v cmin 2/2 ) Is obtained (step S20). Further, the maximum value is extracted from the rising temperature at each time obtained based on the heat generation and the heat radiation, or the temperature rising value is obtained from the power loss (step S21), and the utilization rate η and margin rate γ of the electric double layer capacitor are included. Each processing data is output (step S22). Further, it is determined whether or not there is a condition change such as an increase in the capacity of the electric double layer capacitor (step S23). If the condition is changed, the process returns to step S13 and a new parallel number is input and the same processing is repeated thereafter. And execute. In the condition change, as shown in FIG. 12B, load data, module data, or the like may be newly input and set again (steps S11 → S12 ′).

  In the electric double layer capacitor 3, when the number of modules in series is increased, the use starting voltage becomes higher and the current loss can be reduced. Further, when the number of parallel is increased, the storage capacity is increased and the internal resistance can be reduced. That is, the number of series can be increased within a range where the withstand voltage of the motor or the power converter on the output side is allowed, and the number of series-parallel can be increased within a range where the volume, weight, and cost are allowed. According to the above processing, it is possible to find an optimum electric double layer capacitor within an allowable range by repeating while increasing / decreasing the number of modules in series and the number of parallel to predetermined load data. Further, if the initial value is set to 1 and the analysis is performed by the above process, the place within the allowable range can be set as the optimum design value.

  An example of inputting load pattern information will be further described. FIG. 13 is a diagram showing a waveform example of the rotation speed, torque, and power of a motor load, FIG. 14 is a diagram showing a partial configuration example of load data, and FIG. 15 is an example of processing when a speed (acceleration) profile is input. It is a figure explaining.

The electric double layer capacitor is discharged during acceleration and power running, and is charged by regenerative power while decelerating and stopping, whereby the bank voltage moves up and down. Therefore, the amount of discharge from full charge when the bank voltage analyzed by the load pattern reaches the minimum value v _cmin (W _cmax −W _cmin = W _max ) is at least the necessary storage capacity as the electric double layer capacitor, The ratio of the electric double layer capacitor to the storage capacity is the utilization rate. Further, the temperature rise value can be determined function of the power loss, for example, determined by (the total power loss ^{_{Σi i 2 r c × K +}} T 0), the ratio of the allowable temperature of the temperature rise value as margin. Here, K is 1 to 3, and T ₀ is 1 to 5, which are obtained as experimental values. Therefore, each becomes information for evaluating the electric double layer capacitor.

In the motor load circuit, for example, as shown in FIG. 13 (a), an operation pattern comprising an acceleration area A that accelerates at a constant acceleration n ′, a constant speed area B, and a deceleration area C that decelerates at a constant deceleration −n ′. If given, the torque τ shown in FIG. 13B and the load power P shown in FIG. 13C commensurate with the torque τ can be obtained according to the load characteristics. The load power P becomes negative in the deceleration region C and is used as regenerative power for charging the electric double layer capacitor. In the electric double layer capacitor, the voltage drops by discharging to supply the necessary power w _li , but the voltage rises and recovers by charging with regenerative power.

  FIG. 14A shows an example of data that gives an operation pattern by speed. In this case, the acceleration is obtained by the rate of change (differentiation) of the speed per unit time. FIG. 14B shows an example of data given by acceleration. When there are a plurality of different types of loads, the torque required to obtain a desired acceleration and the electric power required to obtain the torque vary depending on the type of load. By designating the type of load, the required power corresponding to it is obtained. FIG. 14C shows an example of data of the torque / power conversion function.

  In the example of processing when the speed (acceleration) profile shown in FIG. 15 is input, the speed or acceleration profile data shown in FIGS. 14A and 14B is input (step S31), the load type, the module By selecting and specifying the type and rating (step S32), the torque and load power at each time are calculated based on the conversion function shown in FIG. 14C (step S33), and the electric power at each time is calculated from the load power. The required power of the double layer capacitor is calculated (step S34), and the capacitor analysis processing is executed in the same manner as described above.

  As described above, in the design evaluation support system of this embodiment, the combination of each load and the electric double layer capacitor is adapted by outputting analysis data and evaluation data according to load data, capacitor data, and condition setting. It is possible to evaluate and determine whether or not it is possible to repeatedly output analysis data and evaluation data while updating load data, capacitor data, and condition settings as variables to obtain an optimal solution for the electric double layer capacitor. it can. Although the example of performing the design evaluation in FIGS. 3 and 5 using the electric double layer capacitor has been described, this can be similarly applied to the hybrid power storage device in FIGS. 1, 4, and 6. When performing the above calculation for the hybrid power storage device, the calculation may be performed using the equivalent circuit shown in FIG. 1 for the secondary battery, but the calculation may be performed using the secondary battery as a constant voltage source. Good.

  In addition, this invention is not limited to the said embodiment, A various deformation | transformation is possible. For example, in the above-described embodiment, the electric vehicle is described as a train without an overhead line equipped with a current collector and a train control device that collect power from a ground power supply device such as a feeder substation. Similarly, it may be suitable for a traffic system such as a tram, a bus, and the like that travels between stations of a predetermined route length according to predetermined traveling characteristics. In addition, when the ground power supply device is installed appropriately at the intermediate station on the route to charge the hybrid power storage device at the intermediate station, and a secondary battery that does not have the capacity to store the power required for traveling for the entire route length is installed However, it goes without saying that it may be possible to operate a long route.

The figure which shows the simple equivalent circuit structure explaining embodiment of the electric vehicle carrying the hybrid electrical storage apparatus which concerns on this invention. FIG. 9 illustrates input / output characteristics of a hybrid power storage device. The figure which shows the structure of the train inverter drive circuit which uses a capacitor electrical storage apparatus. The figure which shows the structure of the train inverter drive circuit which uses a hybrid electrical storage apparatus. The figure which shows the driving | running | working characteristic in the capacitor electrical storage apparatus as an electrical storage apparatus. The figure which shows the driving | running | working characteristic in a hybrid electrical storage apparatus. The figure explaining embodiment of the design support system of an electric double layer capacitor. The figure explaining the outline | summary of an electric double layer capacitor and a load circuit. The figure explaining the structural example of capacitor data. The figure explaining the structural example of load data. The figure explaining the structural example of analysis data and evaluation data. The figure explaining the example of the process in the design support system of an electric double layer capacitor. The figure which shows the waveform example of the rotation speed of a motor load, a torque, and electric power. The figure which shows the partial structural example of load data. The figure explaining the example of a process in the case of inputting a speed (acceleration) profile.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Hybrid electrical storage apparatus, 2 ... Secondary battery, 3 ... Electric double layer capacitor, 4 ... Current source, 5 ... DC-DC converter, 6 ... Load, Sw1, Sw2 ... Switch

Claims (3)

It has a regenerative braking function for AC motor control by an inverter and DC motor control by a chopper device, and is connected in parallel between a current collector that collects power from a ground power source such as a feeder substation and a train controller. The power storage device is connected to the power storage device and stored in the power storage device. During power running, the stored power is discharged and used as driving power for the train control device without going through an electric wire, and regenerative power from the train control device is stored in the power storage A hybrid power storage device for an electric vehicle that charges a device and travels between stations of a predetermined route length according to predetermined travel characteristics, wherein the power storage device is configured by connecting an electric double layer capacitor and a secondary battery in parallel The electric double layer capacitor stores at least the maximum power among the equivalent internal resistance less than half of the equivalent internal resistance of the secondary battery and each power required for traveling between the stations. Which has a capacity capacity, the secondary battery, the hybrid energy storage device of the electric vehicle power required for traveling of the predetermined line length and having an available storage capacity. 2. The electric vehicle according to claim 1, wherein the predetermined route length is a route length that allows the current collecting device to collect power from a ground power supply device such as the feeding substation. Hybrid power storage device. An electric vehicle having a regenerative braking function in an AC motor control by an inverter, a DC motor control by a chopper device, etc., and traveling between stations of a predetermined route length according to a predetermined traveling characteristic, and an electric double layer capacitor and a secondary A battery is connected in parallel to form a power storage device, and the electric double layer capacitor includes an equivalent internal resistance equal to or less than half of an equivalent internal resistance of the secondary battery, and each electric power required for traveling between the stations. The secondary battery has a capacity capable of storing the electric power required to travel the predetermined route length, and has a capacity capable of storing the maximum electric power, from a ground power supply device such as a feeder substation. The power storage device is connected in parallel between the current collector that collects the power of the train and the train control device, and the power is stored in the power storage device. During power running, the stored power is discharged and the train control is not performed via the electric wire. Using the location of the driving power, electric vehicle equipped with a hybrid energy storage device, characterized by charging to said power storage device regenerative electric power from the train control device.

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