JP2013209095A - Hybrid railroad vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce the capacity of a storage battery by controlling an engine to minimize fuel consumption in accordance with load, actively produce a state where engine-generated power exceeds the load, and charge/discharge the storage battery for excess and deficiency of the engine-generated power so as to frequently repeat charge and discharge.SOLUTION: A hybrid railroad vehicle travels by power of an engine and a power storage device. The power storage device is provided with a full charge level, and a charge start level where residual power is lower than that in the full charge level. When residual power in the power storage device becomes lower than the charge start level, the power storage device is charged by the engine till the residual power in the power storage devices reaches a charge-complete level.

Description

The present invention relates to a hybrid railway vehicle.

The conventional apparatus includes a plurality of engines and a power storage battery in a railway vehicle, and controls the engine so that the fuel consumption is minimized according to the load. When the engine output is insufficient, the insufficient energy is replenished from the storage battery. It is characterized by that. (For example, refer to Patent Document 1).

Japanese Patent Laid-Open No. 8-198102

The conventional device replenishes energy from the storage battery when the engine output is insufficient,
The storage battery is always required to be discharged, and a power storage device having a large capacity must be prepared.

Therefore, an object of the present invention is to control the engine so that the fuel consumption is minimized according to the load, and to actively create a state where the engine generated power exceeds the load, and to charge / discharge the excess or deficiency of the engine generated power with the storage battery. By doing so, discharging and charging operations are frequently repeated to reduce the capacity of the storage battery.

The above-described problem can be achieved in a hybrid railway vehicle that travels with the electric power of the engine and the power storage device by complementing the excess / deficiency power of the power generated by the engine with the power of the power storage device.

The above problem is that in a hybrid railway vehicle that runs on the power of the engine and the power storage device, the engine controls the generated power so that the engine operates near the maximum efficiency point, and the power of the power storage device supplements the excess or deficient power of the generated power of the engine. Can be achieved.

The above problem is achieved in a hybrid railway vehicle that runs on electric power of the engine and the power storage device by controlling the generated power from the running power of the vehicle and supplementing the power of the power storage device with excess or deficient power of the engine. I can do it.

The above-described problem is achieved in a hybrid railway vehicle that runs on the power of the engine and the power storage device by controlling the generated power from the speed of the vehicle and supplementing the power of the power storage device with excess or deficient power of the engine. I can do it.

In the hybrid railway vehicle that runs on the electric power of the engine and the electric storage device, the engine controls the electric power generated by the engine from the acceleration of the vehicle, and supplements the excess or deficient electric power of the engine with the electric power of the electric storage device. Can be achieved.

The above problem is that in a hybrid railway vehicle that runs on the electric power of the engine and the power storage device, the engine controls the power generated by the engine according to the notch operation of the vehicle, and the power of the power storage device supplements the excess or deficient power of the engine. Can be achieved.

In the hybrid railway vehicle that travels with the electric power of the engine and the power storage device, the engine controls the generated power from the traveling power of the vehicle that is calculated before the vehicle travels. This can be achieved by supplementing with electricity.

The above-described problem can be achieved in a hybrid railway vehicle that runs on electric power from the engine and the power storage device by controlling the generated power from the remaining energy of the power storage device.

The above problem is that, in a hybrid railway vehicle that travels with the power of the engine and the power storage device, when the power storage device discharges to the overdischarge region of the power storage device, the discharge of the power storage device is stopped and This can be achieved by running.

The above problem is that, in a hybrid railway vehicle that travels with the power of the engine and the power storage device, when the power storage device discharges to the overdischarge region of the power storage device, the discharge of the power storage device is stopped and It can be achieved by running and charging the power storage device with surplus power generated by the engine.

In the hybrid railway vehicle that runs on the electric power of the engine and the power storage device, when the power storage device discharges to the overdischarge region of the power storage device, the above problem is achieved by stopping the vehicle and charging the power storage device from the engine. I can do it.

The above problem is that, in a hybrid railway vehicle that runs on the power of the engine and the power storage device, the power storage device is provided with a full charge level and a charge start level that is lower than the full charge level, so that the energy remaining in the power storage device is full. This can be achieved by stopping the engine and supplying power from the power storage device when it is between the charge level and the charge start level.

The above problem is that, in a hybrid railway vehicle that runs on the power of the engine and the power storage device, the power storage device is provided with a full charge level and a charge start level that is lower than the full charge level, and the energy remaining in the power storage device is charged. If it falls below the start level, it can be achieved by charging the power storage device from the engine until the remaining energy level of the power storage device reaches the charge completion level.

According to the present invention, it is possible to provide a hybrid railway vehicle capable of reducing the capacity of a storage battery by frequently repeating discharging and charging operations.

The block diagram which shows Example 1 of this invention The graph explaining Example 1 of this invention Graph explaining Example 2 of the present invention Graph explaining Example 3 of the present invention Graph explaining Example 4 of the present invention Graph explaining Example 5 of the present invention Graph explaining Example 6 of the present invention Graph explaining Example 7 of the present invention Graph explaining Example 8 of the present invention Graph explaining Example 9 of the present invention Example of discharge limiting circuit Graph explaining Example 10 of the present invention Graph explaining Example 11 of the present invention Graph explaining Example 12 of the present invention The graph explaining Example 13 and Example 14 of this invention

FIG. 1 shows a configuration diagram of a hybrid railway vehicle according to a first embodiment of the present invention. In FIG. 1, 1 is a railway vehicle, 2 is an engine, 3 is a power storage device, 4 is an inverter, 5 is a motor, 6
Is a wheel and 7 is a rail. The engine 2 generates electric power, the power storage device 3 discharges or charges the power, and supplies power from the engine 2 and the power storage device 3 to the inverter 4. Inverter 4
Rotates the motor 5 to run the railway vehicle 1. When the railway vehicle 1 applies an electric brake that uses the motor 5 as a generator, the power storage device can be charged by supplying power from the inverter 4 to the power storage device 3. The traveling power of the railway vehicle 1 in which the inverter 4 drives the motor 5 is determined by track conditions, vehicle weight, vehicle speed, etc., and does not depend on power supply conditions.

Therefore, if the inverter 4 can supply appropriate power to the traveling power of the railway vehicle 1, the vehicle can satisfy the required traveling performance. By optimally controlling the power distribution between the engine 2 and the power storage device 3 for this power supply, it is possible to obtain merits such as a reduction in the power generation capacity of the engine 1 and a reduction in the capacity of the power storage device.

FIG. 2 is a graph illustrating the first embodiment, where the upper stage is the vehicle speed Vt, the middle stage is the running power Pt of the railway vehicle 1 and the generated power Pe of the engine 2, and the lower stage is the charge / discharge power amount Ub of the power storage device 3. When the vehicle speed Vt is accelerated, the railway vehicle 1 consumes a large amount of traveling power Pt, and the engine generated power Pe.
Is smaller than the traveling power Pt, the insufficient power is output from the power storage device 3. When the acceleration of the railway vehicle 1 is finished and the vehicle shifts to constant speed traveling, the traveling power Pt of the railway vehicle 1 decreases from the time of acceleration. Therefore, the generated power Pe of the engine 2 is made larger than the traveling power Pt of the railway vehicle 1 during this period. Thus, the power storage device 3 can be charged. With respect to the running power of the railway vehicle 1, the engine 2 makes the output variable by controlling the number of revolutions suitable for the engine performance, and the excess and deficiency of the running power of the railway vehicle 1 and the engine generated power is charged / discharged power of the power storage device 3. By replenishing with the above, it is possible to select a driving method of the hybrid railway vehicle that satisfies the running performance of the railway vehicle 1 and that places less burden on the engine 2. In addition, since the power storage device 3 can be charged immediately after the speed of the railway vehicle 1 shifts from acceleration to constant speed, the power storage device 3 can also be reduced in capacity to have a small and lightweight power storage device configuration.

As a result, the burden on the engine is reduced, the engine life can be extended, the maintenance cost can be reduced, the cooling design can be simplified and the mass-produced low-priced type can be applied, and the cost of the engine can be reduced. Further, the capacity of the power storage device can be suppressed and the cost can be reduced.

(Second Embodiment)
FIG. 3 shows a relationship diagram between the generated power of the engine and the charging / discharging power of the power storage device in the hybrid railway vehicle according to the second embodiment of the present invention.

The engine 2 is characterized by high efficiency at high revolutions close to the rated output and low efficiency at low revolutions.

In order to efficiently use the energy of the engine 2, it is effective to operate the engine 2 near the maximum efficiency point near the rated output. If the generated power at the maximum efficiency point of the engine 2 is larger than the traveling power of the railway vehicle 1, the power storage device 3 can be charged with a part of the generated power of the engine 2. If the generated power in the vicinity of the maximum efficiency point of the engine 2 is designed to be larger than the traveling power in the constant speed traveling of the railway vehicle 1, the engine 2 always generates power in the vicinity of the maximum power point and exceeds the traveling power consumed by the railway vehicle 1. By supplementing the power shortage from the power storage device, the power storage device 3 can also be charged because the engine can be used most efficiently and immediately after the speed of the railway vehicle 1 shifts from acceleration to constant speed. The power storage device can be reduced and reduced in size and weight.

As a result, the engine can be operated efficiently while maintaining the running performance of the vehicle,
It is possible to effectively use fuel, which is a limited resource. In addition, the power stored in the power storage device can be reduced in size by recharging the power discharged from the power storage device as the vehicle travels from the engine at an early time.

(Third embodiment)
FIG. 4 shows a relationship diagram between the generated power of the engine and the charging / discharging power of the power storage device in the hybrid railway vehicle according to the third embodiment of the present invention. When the generated power of the engine 2 is controlled with respect to the traveling power of the railway vehicle 1, the excess and deficiency is supplemented by the charge / discharge power of the power storage device 3, so that the power storage device 3 does not depend on the traveling power of the railway vehicle 1. The same effect as controlling the output of can be obtained. When the railway vehicle 1 uses a large amount of traveling power when accelerating the railway vehicle 1, the power generation device 3 reaches its maximum output by increasing the generated power of the engine 2 with respect to the large traveling power (maximum output limit). The power supply can be shared in accordance with the characteristics of the power storage device.

As a result, it is possible to efficiently share the driving power of the vehicle between the engine and the power storage device, and to design not only the high efficiency operation of the hybrid railway vehicle but also the charge / discharge power of the power storage device to the minimum necessary, The capacity can be reduced.

(Fourth embodiment)
FIG. 5 shows a relationship diagram between the generated power of the engine and the charging / discharging power of the power storage device in the hybrid railway vehicle according to the fourth embodiment of the present invention.

The kinetic energy of the vehicle can be expressed as 1/2 × m × (Vt) 2. Here, m is the vehicle weight, and Vt is the vehicle speed.

A part of the traveling power of the railway vehicle 1 escapes due to windage or heat generation, but most of the traveling power of the railway vehicle 1 changes to the kinetic energy of the vehicle. As can be seen from the above equation, this kinetic energy is proportional to the square of the vehicle speed. If the speed is constant, the same kinetic energy is maintained. Since the kinetic energy of the railway vehicle 1 is obtained by integrating the running power of the vehicle, by controlling the power generated by the engine according to the speed, the running power of the railway vehicle 1 or according to the kinetic energy of the railway vehicle 1 This corresponds to controlling the power generated by the engine 2 according to the above.

As a result, the generated power of the engine can be brought close to the kinetic energy or running power of the vehicle, and the engine generated power is controlled according to the power required by the vehicle, so that the running power of the vehicle and the generated power of the power storage device are insufficient or insufficient. The battery capacity is supplied from the battery, and the device capacity of the power storage device can be reduced while maintaining the running performance of the vehicle.

(Fifth embodiment)
FIG. 6 shows a relationship diagram between the generated power of the engine and the charging / discharging power of the power storage device in the hybrid railway vehicle according to the fifth embodiment of the present invention.

The running power of the railway vehicle 1 changes greatly when the railway vehicle 1 is accelerated and decelerated. Therefore, the generated power of the engine 2 is controlled according to the acceleration / deceleration of the railway vehicle 1 such that the generated power of the engine 2 is increased when the railway vehicle 1 is accelerated and the engine is stopped when the railway vehicle 1 is decelerated.

As a result, the generated power of the engine can be brought close to the traveling power of the railway vehicle, and the engine generated power is controlled according to the power required by the vehicle, so that the excess or deficiency of the traveling power of the vehicle and the generated power of the power storage device can be reduced. The battery capacity is supplied from the battery, and the capacity of the power storage device can be reduced while maintaining the running performance of the vehicle.

(Sixth embodiment)
FIG. 7 shows a relationship diagram between the generated power of the engine and the charging / discharging power of the power storage device in the hybrid railway vehicle of the sixth embodiment based on the present invention.

The running power of the railway vehicle 1 changes greatly when the railway vehicle 1 is accelerated and decelerated. The acceleration / deceleration of the railway vehicle 1 is generally operated with the notch of the railway vehicle. Therefore, the generated power of the engine is increased when the notch is accelerating, and the generated power of the engine is decreased when the notch is decelerating (during braking). The engine power generation is controlled to stop or decrease.

As a result, the generated power of the engine can be brought close to the traveling power of the railway vehicle, and the engine generated power is controlled according to the power required by the vehicle, so that the excess or deficiency of the traveling power of the vehicle and the generated power of the power storage device can be reduced. The battery capacity is supplied from the battery, and the capacity of the power storage device can be reduced while maintaining the running performance of the vehicle.

(Seventh embodiment)
FIG. 8 shows a relationship diagram between the generated power of the engine and the charging / discharging power of the power storage device in the hybrid railway vehicle according to the seventh embodiment of the present invention.

Since the railway vehicle 1 travels at a determined speed at a determined time in a determined line section, the traveling power of the railway vehicle 1 can be calculated before the railway vehicle 1 actually travels. Therefore, the traveling power of the vehicle is calculated in advance before traveling of the vehicle traveling 1, and the power generation amount of the engine is predicted according to the traveling power. In actual vehicle travel, the vehicle position and speed information is grasped from the passage of time, position measurement, and speed state, and the engine is generated according to the engine power generation amount calculated in advance.

As a result, the method for determining the amount of power generated by the engine accompanying vehicle travel can be greatly simplified, and the output control sensor and the like can be omitted while improving reliability. Since the engine generated power can provide an output that is close to the vehicle's running power, it is possible to reduce the capacity of the power storage device by supplying the excess and deficiency of the vehicle's running power and the battery's generated power from the battery. It becomes.

(Eighth embodiment)
FIG. 9 shows a relationship diagram between the generated power of the engine and the charging / discharging power of the power storage device in the hybrid railway vehicle according to the eighth embodiment of the present invention.

The railway device 1 or the power storage device 3 calculates the remaining energy remaining in the power storage device 3,
The generated power of the engine 2 is controlled according to the remaining energy. When the power storage device 3 is discharged, the remaining energy of the power storage device decreases. When the decrease in the remaining amount of energy of the power storage device 3 is large, the decrease in the remaining amount of energy can be suppressed by increasing the generated power of the engine 2 compared to when the generated power of the engine is not controlled. Conversely, when the power storage device 3 is charged, the remaining energy of the power storage device 3 increases. When the increase in the remaining amount of energy of the power storage device 3 is large, the increase in energy of the power storage device 3 can be suppressed by reducing or stopping the generated power of the engine 2.

As a result, the power storage device can be reduced from the burden of overcharge and overdischarge, and the energy state can be maintained within the energy remaining range of the power storage device recommended by the power storage device. Hybrid operation that complements the difference will be possible.

(Ninth embodiment)
FIG. 10 shows a relationship diagram between the generated power of the engine and the charging / discharging power of the power storage device in the hybrid railway vehicle according to the ninth embodiment of the present invention.

When the remaining energy of the power storage device 3 is discharged to the overdischarge region of the power storage device 3, the power storage device 3 is electrically or mechanically disconnected from the engine 2 and the inverter to protect the power storage device from further discharge. FIG. 11 shows an example of a discharge limiting circuit, and 8 in the figure is a discharge limiting circuit. This discharge limiting circuit is formed by connecting an electric switch and a diode in parallel. The electric switch is normally turned on, but the electric switch is turned off when the remaining energy of the power storage device is discharged to the overdischarge region. Even when the electrical switch is off, the power storage device can be charged via the diode, and when the remaining energy level of the power storage device returns from the overcharge area to a state where the remaining energy level is higher than that, Turn on.

Even when the power storage device 3 stops discharging in the overdischarge region, the engine 2 can supply the generated power to the inverter 4, so that the railcar 1 can be used only by the power generated by the engine 2 even when the power storage device is stopped. You can travel.

As a result, the power storage device can be avoided from an excessive discharge state, and even a power storage device having a small capacity can be protected to protect the power storage device and perform hybrid operation that complements the difference between the engine and the running power.

(Tenth embodiment)
FIG. 12 shows a relationship diagram between the generated power of the engine and the charging / discharging power of the power storage device in the hybrid railway vehicle of the tenth embodiment based on the present invention.

When the remaining energy of the power storage device 3 is discharged to the overdischarge region of the power storage device 3, the power storage device 3 is electrically or mechanically disconnected from the engine 2 and the inverter to protect the power storage device from further discharge. When the power storage device 3 reaches the overdischarge region, if there is a surplus in the power generated by the engine 2, the power generated by the engine is increased, and the power storage device is also actively charged in parallel with the travel power supply of the railway vehicle 1 To implement.

As a result, the power storage device can be actively avoided from the excessive discharge state, and even a power storage device with a small capacity can protect the power storage device and perform a hybrid operation that complements the difference between the engine and the running power.

(Eleventh embodiment)
FIG. 13 shows a relationship diagram between the generated power of the engine and the charging / discharging power of the power storage device in the hybrid railway vehicle of the eleventh embodiment based on the present invention.

When the remaining energy of the power storage device 3 is discharged to the overdischarge region of the power storage device 3, the power storage device 3 is electrically or mechanically disconnected from the engine 2 and the inverter to protect the power storage device from further discharge. When the power storage device 3 reaches the overdischarge region, the railway vehicle 1 decelerates and stops traveling. In order to recover the remaining amount of energy, the power storage device 3 is charged from the engine 2 and promptly recovers the remaining energy from the overdischarged state to the steady state or the fully charged state.

As a result, the power storage device can be actively avoided from the excessive discharge state, and even a power storage device with a small capacity can protect the power storage device and perform a hybrid operation that complements the difference between the engine and the running power.

(Twelfth embodiment)
FIG. 14 shows a relationship diagram between the generated power of the engine and the charging / discharging power of the power storage device in the hybrid railway vehicle of the twelfth embodiment based on the present invention.

A state in which the remaining amount of energy of the power storage device 3 cannot be charged any more is defined as a fully charged level (for example, SOC is 100%), and a charge start level (for example, SOC is lower than the fully charged level). 50%), and when the remaining energy of the power storage device 3 is between the full charge level and the charge start level, the engine 2 is stopped and power is supplied from the power storage device 3 to the inverter 4. When the remaining amount of energy of the power storage device 3 falls below the charge start level, the engine 2 is activated to charge the power storage device and supply power to the inverter 4 as necessary.

Thus, when the power storage device can be discharged or charged, the CO2 is discharged by reducing the fuel supply of the engine by actively charging and discharging the power storage device to reduce the frequency of use of the engine.
It is possible to provide a hybrid railway vehicle that is easy to the global environment by reducing the amount of the vehicle.

(Thirteenth embodiment)
FIG. 15 shows a relationship diagram between the generated power of the engine and the charging / discharging power of the power storage device in the hybrid railway vehicle of the thirteenth embodiment based on the present invention.

A charge completion level (e.g., SOC is 80%) is provided between a full charge level (e.g., SOC is 100%) and a charge start level (e.g., SOC is 50%). When the engine 2 starts and charging of the power storage device 3 starts, the power storage device is charged by the engine 2 until the remaining energy of the power storage device recovers to the charge completion level. In the case of a power storage device configured with a secondary battery, the voltage level is large and the impedance of the secondary battery is large near the fully charged or fully discharged secondary battery.
In most cases, about 60 to 70% is used in OC, and by applying the proposed method, the remaining energy of the power storage device is often maintained between the charge completion level and the charge start level. It becomes possible.

As a result, when the power storage device can be discharged or charged, the power storage device is actively charged and discharged to reduce the frequency of use of the engine, and when the remaining energy of the power storage device decreases, the remaining energy of the power storage device is recovered. CO2 that can be exhausted by reducing engine fuel supply
It is possible to provide a hybrid railway vehicle that is easy to the global environment by reducing the amount of the vehicle.

(Fourteenth embodiment)
The relationship diagram between the power generated by the engine and the charge / discharge power of the power storage device in the hybrid railway vehicle of the fourteenth embodiment based on the present invention is the same as FIG.

The railway vehicle 1 has kinetic energy when traveling, and when the railway vehicle decelerates, electric power is returned to the power storage device 3 and the remaining energy is recovered. If the remaining amount of energy of the power storage device 3 is at or near the full charge level while the railway vehicle 1 is traveling, the power storage device 3 cannot absorb the regenerative energy generated by the brake, and the kinetic energy is mechanically braked. The train is decelerated by consuming heat. Therefore, by setting the charge completion level (for example, SOC is 75%) to the energy level that can sufficiently absorb the kinetic energy from the speed of the railway vehicle 1 with respect to the full charge level (for example, SOC is 100%), the railway vehicle. The regenerative energy can be reliably absorbed by the power storage device and the energy can be used effectively.

As a result, the regenerative energy of the railway vehicle can be recovered without being discarded, and the amount of CO2 emitted can be reduced by reducing the fuel supply of the engine, thereby providing a hybrid railway vehicle that is easy for the global environment.

The hybrid railway vehicle configured in this way can adjust the engine output independently of the running power of the vehicle. Therefore, the hybrid railway is friendly to the global environment by reducing the amount of CO2 emissions and high-efficiency operation of the engine. A vehicle can be configured.

DESCRIPTION OF SYMBOLS 1 ... Railway vehicle 2 ... Engine 3 ... Power storage device 4 ... Inverter 5 ... Motor 6 ... Wheel 7 ... Rail 8 ... Discharge Limit circuit

Claims (9)

An engine for generating electric power and a power storage device for charging and discharging electric power;
An inverter connected to the engine and the power storage device;
The engine generates power from the vehicle travel power calculated before the vehicle travels, and supplies the generated power to the inverter,
The power storage device is a hybrid railway vehicle that supplements the travel power with the power of the power storage device when the power generated by the engine falls below the travel power of the vehicle. The hybrid railway vehicle according to claim 1, wherein the engine operates near a maximum efficiency point near a rated capacity. The hybrid railway vehicle according to claim 1, wherein the engine generates electric power from the remaining energy of the power storage device. 4. The hybrid railway vehicle according to claim 1, wherein when the power storage device is discharged to an overdischarge region, travel power is supplemented by power generated by the engine. 5. The hybrid railway vehicle according to claim 4, wherein the power storage device is charged with surplus generated power in which the generated power of the engine exceeds the traveling power of the vehicle. The hybrid railway vehicle according to claim 5, wherein the charging device is charged after the vehicle stops traveling. The power storage device has a full charge level and a charge start level that is lower than the full charge level, and stops the engine when the power storage device energy level is between the full charge level and the charge start level. The hybrid railway vehicle according to any one of claims 1 to 3. The power storage device has a full charge level and a charge start level that is lower than a full charge level, and when the remaining energy level of the power storage device falls below the charge start level, the remaining energy level of the power storage device The hybrid railway vehicle according to any one of claims 1, 2, 3, and 7, wherein the power storage device is charged by the generated power from the engine until reaches a charge completion level. The hybrid railway vehicle according to claim 8, wherein the charge completion level is set lower than a full charge level.

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