JP2014004914A - Railroad system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce a powering time by utilizing a power storage device installed along a track as much as possible to smoothly increase a stringing voltage during powering, and to enhance an energy saving effect by expanding a coasting time.SOLUTION: A railroad system comprises a plurality of power supply sources (101-103) having at least one between a transformer station and a power storage device, a vehicle (105) for receiving the power from the power supply source to travel, and a power management system (108) for managing the power supplied from the power supply source and a charge amount to the power storage device in accordance with positions of the power supply sources (101-103). The power management system (108) determines a power storage device from which the vehicle (105) receives the supply by receiving a vehicle position, a vehicle speed, and a traveling state (powering state, coasting state, braking state) of the vehicle (105) from the vehicle (105), determines the necessity of power supply from the determined power storage device from the vehicle speed and the traveling state, and transmits the determination result to the power supply sources (101-103).

Description

  The present invention relates to a railway system that operates by receiving power supply from a power supply body.

In a railway vehicle that travels by receiving power supply from an overhead line (hereinafter simply referred to as “vehicle”), if the substation that is the source of the supply is down or if the number of vehicles has increased significantly in the same substation, The overhead line voltage of the vehicle may be greatly reduced, and the running performance may be significantly reduced.
On the other hand, railways have diamonds, so if the running slows down due to partial deterioration of running performance, it accelerates to comply with the diamonds, so it consumes more energy and further reduces overhead voltage. There is a risk of falling.

  As a technique for solving this, the following Patent Document 1 discloses that the overhead line voltage is increased by boosting the sending voltage of the substation, and the following Patent Document 2 includes a plurality of information based on the driving diagram and the vehicle position. It is shown that the power supplied by the substations and power storage devices on the ground is optimized.

JP-A-7-304353 JP 2008-24206 A

However, in the technique disclosed in Patent Document 1, maintenance personnel must always check the running state and schedule of the vehicle, and each time, it is necessary to predict and adjust the sending voltage of the substation, which greatly increases the maintenance burden. high.
Furthermore, in order to obtain effective acceleration performance, the voltage sent from the substation has to be significantly increased. For this reason, it can withstand the maximum delivery voltage from the overhead line, including the power supply system and vehicle drive system. Device must be used, resulting in an increase in cost.
In addition, if the prediction is lost, the optimal supply is not achieved. In the worst case, another vehicle during regenerative braking may cause regenerative braking to expire due to the increased overhead line voltage, and sufficient power cannot be regenerated. There is.

In Patent Document 2, optimal power transmission is performed based on predicted power using a driving diagram. However, when a delay or the like occurs, the vehicle cannot travel according to the driving diagram. It is difficult to realize optimal power transmission.
Furthermore, since the driving pattern is not necessarily constant depending on the driver, there is a problem that accurate prediction cannot be performed in the first place.

  Therefore, in view of the above problems, the object of the present invention is to maximize the power storage device installed along the route to maximize the power, while flexibly raising the overhead line voltage during powering while considering the diagram. The purpose is to increase the energy saving effect by reducing the power running time and increasing the coasting travel time.

In order to achieve the above object, the present invention takes the following technical means in the railway system according to the present invention. That is,
(1) A plurality of power supply sources having at least one of a substation and a power storage device, a vehicle that travels by receiving power from the power supply source, and a position of the power supply source on a route on which the vehicle travels In the railway system including a power management system that manages the power supplied from the power supply source and the amount of charge to the power storage device, the power management system includes the vehicle position, the vehicle speed, and the vehicle from the vehicle. A power storage device included in the power supply source to which the vehicle is supplied is determined by receiving a running state indicating whether the vehicle is running, coasting, or braking, and the vehicle speed and the running state are determined. Then, it is determined whether or not it is necessary to supply power from the power storage device, and the determination result is transmitted to the power supply source including the power storage device.

(2) In the above railway system, the information supplied from the vehicle to the power management system includes an overhead line voltage supplied to the vehicle, and the power management system uses the overhead line voltage as a predetermined overhead line. By comparing with a voltage threshold value, it has a function of determining whether or not to supply power from the power storage device included in the power supply source.

(3) In the above railway system, the power management system includes a database that stores a speed limit of a route, obtains a speed limit based on the vehicle position, a relationship between the speed limit and the vehicle speed, and the speed limit From the relationship of change, a function of determining whether to supply power from the power storage device included in the power supply source is provided.

(4) In the above railway system, the power management system does not include a power storage device between the power supply source and the vehicle with respect to the power storage device of the power supply source that supplies power to the vehicle. When a power supply source consisting only of a substation is included, control is performed to prohibit power supply from the power storage device.

  In general, unlike substations, power storage devices installed at various locations along the route can store surplus power at any time, have a buffer function, and can supply power immediately when necessary. By selecting the most suitable of these power storage devices according to the running state, and discharging the power, the effect of boosting the overhead line voltage can be obtained, and by keeping the overhead line voltage during power running high, It is possible to save energy by reducing powering time and extending coasting time while complying with the above.

System configuration diagram of Embodiment 1 Processing flow in power storage device determination system of embodiment 1 Processing Flow in Power Assist Determination System of Embodiment 1 Processing flow of power assist determination system in embodiment 1 The figure which shows the acceleration performance by Example 1 Example of the present invention Results of implementing the present invention An example of a system configuration diagram for realizing the second embodiment of the present invention Processing flow of the power assist determination system for realizing the second embodiment of the present invention An example of a system configuration diagram for realizing the third embodiment of the present invention Process flow of power assist determination system for realizing the third embodiment of the present invention

  Embodiments of the present invention will be described below with reference to the drawings.

[Example 1]
FIG. 1 is an example of a railway system configuration diagram for realizing the present invention.
In this example, the power storage device 101, the substation 102, and the power supply facility 103 including both the power storage device and the substation as power supply sources installed along the route, and the overhead line 104 from these power supply sources. The vehicle 105 that travels by receiving power via the power, and a power management system 108 that manages the power supply facilities 101 to 103.
In the railway system having this configuration, the power management system 108 includes a power storage device determination system 112, a power assist determination system 113, and a power assist determination system 116.

  The power storage device determination system 112 obtains vehicle information 109 indicating the vehicle position, vehicle speed, and the vehicle state of whether the vehicle is coasting or braking from the vehicle 105, and is a power supply source. From the power supply source position information 111 obtained from the database 110 that manages the positions of the power storage device 101, the substation 102, and the power supply facility 103, it is determined from which power storage device the power assist is performed on the overhead line. .

The power assist determination system 113 determines whether power assist should be performed on the vehicle 105 based on the vehicle information 109. The first determination result 114 from the power storage device determination system 112 and the first determination from the power assist determination system 113. Based on the determination result 115 of No. 2, it is determined from which power supply source to the vehicle 105 the power assist should be performed.
By transmitting the determination result 117 of the power assist determination system 116 to the power storage device 101 or the power supply facility 103 including the power storage device, power is supplied from the power storage device.

FIG. 2 shows a specific processing flow of the power storage device determination system 112.
In step 201, based on the current vehicle position, the power supply sources equipped with the power storage devices are sorted in order from the vehicle, and the process proceeds to step 202 as 1, 2,.
In addition, if the distance between the vehicle and the power storage device is too far, the power loss due to passing through a long overhead wire increases, and the possibility that another vehicle is performing regenerative braking during that time also increases. The power supply source including the power storage device to be searched is provided with a distance limitation.

In step 202, K (search ID) = 1 is set, and the process proceeds to step 203.
In step 203, it is determined whether or not the SOC (storage state) of the power supply source (K) is in a state where power can be supplied. If power can be supplied, the process proceeds to step 204. If power cannot be supplied, the process proceeds to step 205. move on.
In step 204, an output command is sent to the power supply source (K). This is the end.
In step 205, the power supply source search ID K is incremented by 1, and the process proceeds to step 206.

Further, in step 206, it is determined whether or not the power supply source search ID K> power supply source upper limit (n) is satisfied, and if K exceeds the power supply source upper limit, the power can be supplied. If it is determined that no device exists, the process ends, and if K does not exceed the upper limit of the power supply source, the process returns to step 203 to continue searching for a power storage device that can supply power.
Through the above processing, the power storage device determination system 112 can calculate the first determination result 114 regarding the power storage device closest to the vehicle and capable of supplying power.

FIG. 3 shows a specific processing flow of the power assist determination system 113.
In step 301, it is determined whether or not the vehicle state is in power running. If power running is in progress, the process proceeds to step 302. If power running is not in progress, the process proceeds to step 304.
In step 302, it is determined whether or not the vehicle speed included in the vehicle state information exceeds the V / f end speed, and if it exceeds, the process proceeds to step 303 to make an output request.
On the other hand, if the vehicle speed is equal to or lower than the V / f end speed, the process proceeds to step 304, the output is not requested, and the process is terminated.
Note that the V / f terminal speed means a terminal speed at which the acceleration can be kept constant by the overhead voltage in a state before the power assist is performed by the power storage device.

FIG. 4 shows a specific processing flow of the power assist determination system 116.
In step 401, it is determined whether or not there is a power supply source only for a substation that is not equipped with a power storage device between the determined power supply source and the vehicle. If there is only one power supply source, the process proceeds to step 403.
In step 402, a command is issued to discharge the power storage device of the corresponding power supply source, and the process is terminated. In step 403, no command is sent to prevent discharge from the power storage device of the power supply source. This is the end.

With the above processing, when the vehicle is running and exceeds the V / f terminal speed, the overhead line voltage can be increased by discharging power from the ground power storage device.
For example, as shown in FIG. 5, if the vehicle speed at the reference voltage is α, the vehicle speed after acceleration is β, and the overhead wire voltage is pushed up to the reference voltage × β / α, the acceleration performance of the vehicle changes from mode a to mode a. 'Improved.
Since the railway schedule is fixed, increasing the acceleration performance will lead to an increase in coasting time, thus saving energy. 6 and 7 will be used to show the state every moment when this control is applied.

FIG. 6 assumes a case where there are two power supply sources 1 and 2 each having a power storage device and a power supply source 3 composed only of a substation on a line between stations as a simple example.
Moreover, FIG. 7 shows the state every moment at the time of applying the control by a present Example supposing that one train drive | works on the route of FIG.
[Time-speed], [Time-V / f speed determination], [Time-power running determination], [Time-distance with power supply source], [Time-power supply source 1 command], [Time- It represents the relationship of [power supply source 2 command], [time-SOC of power supply source 1], [time-SOC of power supply source 2], and [time-vehicle overhead line voltage]. In addition, in the relation of [time-speed], the solid line shows a solid line that uses the control according to the present embodiment and a broken line that does not use the control. Let it be constant.

These graphs will be described by dividing into regions by time.
A time region A indicates a case where the vehicle departs from the station and powers and the speed is a region below the V / f terminal speed. In this case, according to the processing flow of FIG. 3, there is no power supply request to the power storage device, and the vehicle operates in the same manner as when the control is not used.

Next, when the vehicle speed exceeds the V / f end speed, the time zone B is entered.
In time region B, since the vehicle speed exceeds the V / f terminal speed, according to the processing flow of FIG. 2, the power supply source 1 including only the power storage device from the vehicle position is connected to both the power storage device and the substation. According to the processing flow shown in FIG. 4, the power supply source 1 is closer to the power supply source 2 than the power supply source 2 provided, and the SOC of the power storage device of the power supply source 1 is sufficient. Since it is close, a command is issued to the power supply source 1.

Further, according to the processing flow of FIG. 3, the power supply source is requested because the vehicle is running in power and the vehicle speed exceeds the V / f terminal speed.
For this reason, a discharge command is issued to the power supply source 1, the overhead wire voltage of the vehicle increases, the power running performance increases, and the acceleration is improved. However, the SOC of the power supply source 1 decreases accordingly.

Next, when the vehicle enters coasting, the time zone C is entered.
In this case, according to the processing flow of FIG. 3, there is no request to the power supply source. For this reason, there is no fluctuation | variation of SOC of the power supply source 1 and the power supply source 2. FIG. Next, when the vehicle enters powering again, the time zone D is entered.

A time region D indicates a case where the vehicle is repowering and the speed exceeds the V / f end speed. In this case, according to the processing flow of FIG. 3, a request is made to the power supply source.
Further, according to the processing flow of FIG. 2, since the power supply source 2 is closer to the power supply source 1 than the vehicle position and the SOC is sufficient, a discharge command is issued to the power supply source 2. Since 3 is closer to the power supply source 2, the discharge from the power supply source is not performed from the processing of FIG. As a result, the power running performance is the same as that without control. Next, when the power supply source 2 becomes smaller than the power supply source 3, the time domain E is entered.

  Time region E shows a case where the vehicle is repowering and the speed exceeds the V / f end speed. In this case, according to the processing flow of FIG. 3, a request is made to the power supply source. Also, according to the processing flow of FIG. 2, the power supply source 2 is closer to the power supply source 1 from the vehicle position and the SOC is sufficient, and according to the processing flow of FIG. 4, the power supply source 2 is connected to the substation. Since the power supply source 2 is closer to the power supply source 2, a discharge command is issued to the power supply source 2, and the SOC of the power supply source 2 decreases. In addition, the overhead voltage of the vehicle increases. This improves power running performance and improves acceleration. Next, the time zone F is entered when the vehicle enters coasting.

  In the time region F, the vehicle is coasting. In this case, according to the processing flow of FIG. 3, there is no request to the power supply source. For this reason, there is no fluctuation | variation of SOC of the power supply source 1 and the power supply source 2. FIG. Next, when the vehicle enters braking, the time domain G is entered.

  In the time regions G and H, the vehicle is braking. In this case, the power supply source is controlled to charge each of them.

  Through the above process, the power from the ground power storage device can be discharged to boost the overhead line voltage. By keeping the overhead line voltage during power running high, the power running time can be reduced while complying with the schedule and coasting. By extending the time, it becomes possible to save energy.

[Example 2]
Next, the system configuration of the second embodiment is shown in FIG. The difference from the first embodiment is that the power assist determination system 802 changes the determination according to the overhead line voltage including the overhead line voltage supplied to the vehicle in the vehicle information 801.
The processing of the power assist determination system 802 is shown in FIG.
In step 301, it is determined whether the vehicle state is power running drive. If no, go to step 304.
In step 302, if the information indicating whether the speed included in the vehicle state information exceeds V / f is Yes, the process proceeds to step 901. If no, go to step 304.
In step 901, it is determined whether the overhead wire voltage is smaller than the overhead wire voltage threshold value α. If yes, go to step 303. If no, go to step 304.
In step 303, an output request is issued. In step 304, an output non-request is issued. This is the end.

Note that the overhead voltage threshold value α in step 901 is an arbitrary value. In short, when the effect due to the discharge from the power storage device cannot be sufficiently obtained, or when another train during regenerative braking is in the vicinity, It is set so as not to reduce the braking force. For example, a reference voltage or a light load start voltage of the vehicle may be used. Moreover, it may not be constant for the entire route, and for example, α may be changed for each time or power supply facility according to the density of the diamond.
By performing this control, the overhead line voltage can be leveled. Further, since the movement of the power storage device is also leveled, the capacity can be suppressed.

[Example 3]
Next, FIG. 10 shows a system configuration of the third embodiment. The difference from the first embodiment is that the vehicle information 1001 includes the vehicle speed and the vehicle position, and the power assist determination system 1002 is based on the vehicle 1003 with an automatic train driving device.
The processing of the power assist determination system 1002 is shown in FIG.
In step 1101, a speed limit is obtained from the vehicle position. Next, the process proceeds to step 1102.
In Step 1102, it is determined whether or not the speed limit obtained in Step 1101 is higher than the vehicle speed. If Yes, the process proceeds to Step 1103. If No, go to Step 1104.

In step 1103, it is determined whether the vehicle speed exceeds V / f. If it exceeds, the process proceeds to step 1105. If the vehicle speed is V / f or less, the process proceeds to step 1106.
In step 1104, it is determined whether or not the speed limit obtained in step 1101 is larger than the previous speed. If it is larger, it is predicted that the vehicle will turn to power running, and the process proceeds to step 1103. If the speed limit obtained in step 1101 is equal to or lower than the previous speed, the process proceeds to step 1106.
In step 1105, an output request is sent, and in step 1106, an output non-request is sent, and the process ends.

  In any of the embodiments, the determination as to whether the vehicle speed exceeds the V / f speed (step 302 in FIG. 3) is performed on the vehicle upper side, and only the result of whether the vehicle speed has been exceeded is sent to the ground side. The method of performing the determination in step 302 may be used. Furthermore, not the V / f speed, but the vehicle's V / f end speed is generally designed to be 1/3 or less of the maximum route speed. Also good.

Also, in any of the embodiments, when there is a substation between the power storage device closest to the vehicle and the vehicle, the supply voltage is supplied because there is no change in the vehicle overhead line voltage compared to the case where the substation is supplied only from the substation. do not do. However, when the power storage device closest to the vehicle is in the substation, the substation is not a substation between the power storage device closest to the vehicle and the vehicle. Therefore, it is not supplied when the following expression holds.
| Substation closest to vehicle--Power storage device position closest to vehicle | / | Vehicle position--Power storage device position closest to vehicle | <1: (Substation closest to vehicle ≠ Power storage device position closest to vehicle)

101: power storage device, 102: substation, 103: power supply equipment, 104: overhead line, 105: vehicle, 106: power amount, 107: charge amount, 108: power management system, 109: vehicle information, 110: database, 111 : Position information, 112: power storage device determination system, 113: power assist determination system, 114: first determination result, 115: second determination result, 116: power assist determination system, 117: determination result, 801: vehicle information 802: Power assist determination system, 1001: Vehicle information including vehicle speed and vehicle position, 1002: Power assist determination system, 1003: Vehicle with automatic train driving device

Claims (5)

A plurality of power supply sources having at least one of a substation and a power storage device, a vehicle that travels by receiving power from the power supply source, and the power according to a position of the power supply source on a route on which the vehicle travels In a railway system composed of a power management system that manages power supplied from a supply source and the amount of charge to the power storage device,
The power management system receives the power from the vehicle by receiving a vehicle position, a vehicle speed, and a running state indicating whether the vehicle is powering, coasting, or braking. Determining a power storage device included in the power source, determining whether power supply from the determined power storage device is necessary based on the vehicle speed and the traveling state, and determining the power supply source including the power storage device Railway system characterized by transmitting results. The railway system according to claim 1,
The information supplied from the vehicle to the power management system includes an overhead line voltage supplied to the vehicle, and the power management system compares the overhead line voltage with a predetermined overhead line voltage threshold, A railway system having a function of determining whether to supply power from a power storage device included in a power supply source. The railway system according to claim 1,
The power management system includes a database that stores a speed limit of a route, obtains a speed limit based on the vehicle position, and determines the power supply source based on a relationship between the speed limit and the vehicle speed, and a change in speed limit. A railway system having a function of determining whether to supply power from the power storage device included in the railway system. The railway system according to claim 1,
The power management system has a function of determining whether to supply power from the power storage device included in the power supply source to the vehicle when the vehicle speed exceeds 1/3 of the maximum speed between stations. A railway system characterized by comprising: In the railway system according to any one of claims 1 to 4,
In the power management system, for a power storage device of a power supply source that supplies power to the vehicle, a power supply source including only a substation without a power storage device is provided between the power supply source and the vehicle. If included, the railway system is controlled to prohibit power supply from the power storage device.

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