JP2014107944A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To equalize battery residual amounts of battery devices between vehicles which are connected to each other and run.SOLUTION: Hybrid vehicles 11A, 11B, 11C according to the embodiment comprise inverters 35A, 35B generating alternating-current power from main direct-current power, dynamo-electric motors 16A, 16B driving by the generated alternating-current, battery devices 18A, 18B connected to the inverters, first contactors 32A, 32B which switch ON and OFF electrical connections between the battery devices and the inverters, and second contactors 35A, 35B which switch ON and OFF electrical connections between the battery devices and battery devices of another connected vehicle.

Description

  Embodiments described herein relate generally to a hybrid vehicle.

  2. Description of the Related Art Conventionally, there is a railway vehicle (hereinafter referred to as a hybrid vehicle) that is driven by a combination of a power generator supplied by an engine or a main power source supplied from an overhead wire and a power storage device. In this hybrid vehicle, the regenerative energy generated during braking is absorbed by the power storage device, and the absorbed regenerative energy is reused as part of the energy required for powering to achieve energy saving during travel.

JP 2011-61880 A JP 2009-254069 A

  However, when a hybrid vehicle using the above-described conventional technology is connected, charging / discharging of the power storage device is performed independently for each hybrid vehicle, and thus the battery remaining amount of the power storage device for each hybrid vehicle may vary. there were. For example, if there is a variation in the remaining battery level for each connected hybrid vehicle, a hybrid vehicle with a low remaining battery level must avoid power overload when traveling in a non-overhead section with power from the power storage device. Was sometimes reduced.

  In order to solve the above-described problem, an embodiment of the hybrid vehicle includes an inverter that obtains main DC power and generates AC power, an electric motor that is driven by the generated AC power, and a power storage device that is connected to the inverter. The first contactor for turning on and off the electrical connection between the power storage device and the inverter, and the first contactor for turning on and off the electrical connection between the power storage device and the power storage device of another connected vehicle. Two contactors.

Drawing 1 is a key map showing the organization vehicle of the 1st power vehicle concerning an embodiment. FIG. 2 is a block diagram illustrating the configuration of the hybrid vehicle according to the embodiment. FIG. 3 is a flowchart showing an example of the operation in the first power vehicle. FIG. 4 is a flowchart showing an example of the operation in the first power vehicle.

  Hereinafter, a hybrid vehicle according to an embodiment will be described in detail with reference to the accompanying drawings. In addition, while a common code | symbol is provided to the same component, the overlapping description is abbreviate | omitted.

  FIG. 1 is a diagram illustrating a formation vehicle 1 of a first power vehicle 11A to an nth power vehicle 11n according to the embodiment. As shown in FIG. 1, the formation vehicle 1 includes a first power vehicle 11A, a second power vehicle 11B, a third power vehicle 11C, ... an n-th power vehicle 11n, and a plurality of power vehicles connected. It is the structure which was made. The first power vehicle 11A, the second power vehicle 11B, the third power vehicle 11C, ... the n-th power vehicle 11n is at least one of the power supplied from the main power supply or the power supplied from the power storage device. It is a hybrid vehicle that can be recharged and recharged by regenerative braking during braking. Needless to say, in the example of FIG. 1, the description of the accompanying vehicle is omitted, and the formation vehicle 1 may have a configuration in which a plurality of accompanying vehicles are connected.

  FIG. 2 is a block diagram illustrating the configuration of the hybrid vehicle (first power vehicle 11A, second power vehicle 11B...) According to the embodiment. As shown in FIG. 2, the first power vehicle 11A, the second power vehicle 11B, the third power vehicle 11C,... Are connected by a transmission path (transmission line, connecting line) 30 as communication means. The transmission line 30 may be a trunk LAN (Local Area Network) that connects the vehicles of the trained vehicle 1 in a ring shape. Thereby, for example, the vehicle information control device 12A of the first power vehicle 11A and the vehicle information control device 12B of the second power vehicle 11B can transmit and receive information to and from each other. Also, the vehicle information control device 12A of the first power vehicle 11A and the vehicle information control device (not shown) of the third power vehicle 11C are mutually connected via the vehicle information control device 12B of the second power vehicle 11B. Information can be sent and received between them.

  The first power vehicle 11A and the second power vehicle 11B (third power vehicle 11C... Nth power vehicle 11n) have the function of the first power vehicle 11A as the formation management unit 23A. Since the hybrid vehicle has the same configuration except for the above, the configuration of the first power vehicle 11A will be described in detail below, and the second power vehicle 11B (third power vehicle 11C... Nth power vehicle 11n will be described. Detailed explanation of) is omitted.

  The first power vehicle 11A includes an inverter 15A, an electric motor 16A, a power storage device 18A, a power storage device monitoring control unit 17A, an operation unit 19A, a display unit 20A, an air brake 21A, and a vehicle information control device 12A. The variable load detection unit 40A is provided. Inverter 15A obtains main DC power and generates AC power. The electric motor 16A is driven by the AC power generated by the inverter 15A. The electric motor 16A drives the wheels 33A provided in the first power vehicle 11A to cause the first power vehicle 11A to travel. That is, the first power vehicle 11A can travel by the operation of the electric motor 16A. The output of the electric motor 16A can be changed by changing the number of notches. For example, the output can be lowered by reducing the number of notches. The electric motor 16A operates as a regenerative brake during braking and generates regenerative power. This regenerative power is supplied to the power storage device 18A via the inverter 15A. At this time, inverter 15A operates as a converter, converts AC power generated by electric motor 16A into DC power, and supplies it to power storage device 18A. In this way, the regenerative brake operates by charging the regenerative power generated by the motor 16A to the power storage device 18A. The regenerative brake generates a braking force that brakes the first power vehicle 11A.

  Further, the first power vehicle 11A includes a current collector 31A that collects power from an overhead line 50 through which single-phase DC power is transmitted, and a reactor 34A that is provided between the current collector 31A and the inverter 15A. The inverter 15A obtains the DC power supplied from the overhead line 50 as the main DC power. The configuration in which the inverter 15A obtains the main DC power is not limited to the above-described configuration, and is a configuration in which AC power generated by the diesel engine and AC power transmitted from the overhead line 50 are AC / DC converted by a converter. May be.

  The power storage device 18A is connected to the DC side of the inverter 15A via the first contactor 32A that turns on and off the electrical connection. The first power vehicle 11A drives the electric motor 16A using at least one of the main DC power from the overhead line 50 and the DC power supplied from the power storage device 18A by turning on the first contactor 32A. The vehicle can travel on the rail 60 and is a so-called hybrid drive type power vehicle. In addition, when the first contactor 32A is turned on, the power storage device 18A can store main DC power (charge) or store regenerative power generated by the motor 16A. The power storage device 18A is not limited to the one that can charge both the main DC power and the regenerative power generated by the motor 16A, but the DC power generated by at least one of the main DC power and the motor 16A. Anything that can be charged is acceptable. The power storage device 18A discharges (outputs) DC power to the inverter 15A. The power storage device 18A is, for example, a nickel metal hydride battery or a lithium ion battery. The power storage device 18A is not limited to a secondary battery such as a nickel metal hydride battery or a lithium ion battery, and may be a device having a power storage function such as a capacitor.

  In addition, the power storage device 18A of the first power vehicle 11A and the power storage device 18B of the connected second power vehicle 11B are electrically connected between the first contactors 32A and 32B and the power storage devices 18A and 18B. They are connected in parallel via the second contactor 35A that turns on and off the general connection. Therefore, when the second contactor 35A is turned on, energy can be exchanged between the power storage devices 18A and 18B, and the amount of power storage (remaining battery capacity) can be made uniform between the vehicles.

  The power storage device monitoring control unit 17A controls charging and discharging of the power storage device 18A. In addition, the power storage device monitoring control unit 17A detects the state of the power storage device 18A (the amount of stored power (remaining battery capacity) and temperature). Specifically, the power storage device monitoring control unit 17A measures the current amount of charging and discharging of the power storage device 18A and the voltage of the power storage device 18A, and calculates the power storage amount (SOC: State of charge) of the power storage device 18A. To do. This power storage amount is a ratio (charge rate) of the power storage amount to the full power storage amount of the power storage device 18A. The power storage device monitoring control unit 17A detects the temperature of the power storage device 18A based on an output from a temperature sensor (not shown) installed inside the power storage device 18A.

  The state of the power storage device 18A detected by the power storage device monitoring control unit 17A is notified to the vehicle information control device 12A. The vehicle information control device 12A obtains the state of the power storage device notified to the vehicle information control device of each vehicle through the transmission path 30 together with the state of the power storage device 18A of the own vehicle notified from the power storage device monitoring control unit 17A. To do.

  The operation unit 19A includes a master controller (mass controller) and the like, and receives an operation of the driver. 19 A of operation parts input the driving | running | working command regarding driving | running | working according to operation. The travel command is a command that instructs, for example, power running, coasting, deceleration (braking), and the like.

  The display unit 20A is a liquid crystal display, for example, and displays various types of information. The display unit 20A is provided in the driver's seat together with the operation unit 19A.

  The air brake 21A includes a pneumatic mechanism, and generates a braking force of the first power vehicle 11A by a frictional force. The air brake 21A is an example of another brake different from the regenerative brake described above. The other brakes are not limited to the air brake 21A. For example, a resistor (see FIG. 5) mounted on the first power vehicle 11A without regenerating the regenerative power generated by the electric motor 16A into the power storage device 18A. (Not shown) may be a power generation brake that generates braking force when consumed.

  The vehicle information control device 12A monitors each part of the first power vehicle 11A described above and controls each part of the first power vehicle 11A. Further, the vehicle information control device 12A, based on the travel command by the operation of the operation unit 19A, the entire trained vehicle 1 (first power vehicle 11A, second power vehicle 11B, third power vehicle 11C,... The power running, coasting, and deceleration (braking) of the n motor vehicles 11n) are commanded to control the load sharing of each hybrid vehicle when the train 1 is traveling.

  Specifically, the vehicle information control device 12A has a CPU (Central Processing Unit), a ROM (Read Only Memory), and a RAM (Random Access Memory) (all not shown), and the CPU is stored in the ROM. The functions as the control unit 22A and the composition management unit 23A are realized by operating according to the program.

  The control unit 22A is a functional unit that controls each unit of the first power vehicle 11A. Specifically, based on the acceptance of the operation by the operation unit 19A, the display on the display unit 20A, the power running, coasting, and deceleration (braking) commands instructed as the load sharing for the first motor vehicle 11A by the composition management unit 23A. The inverter 15A, the electric motor 16A, the power storage device 18A, and the air brake 21A are controlled.

  For example, at the time of power running, the control unit 22A supplies power to the electric motor 16A from at least one of the main DC power and the power storage device 18A, and operates the electric motor 16A to run the first power vehicle 11A. At the time of deceleration (during braking), control unit 22A supplies power to power storage device 18A from at least one of the power from overhead line 50 and the power from motor 16A, and charges power storage device 18A. As an example, the charge rate of the power storage device 18A decreases due to charging / discharging because of discharging during powering, and increases during charging due to charging.

  Further, the control unit 22A controls on / off of the first contactor 32A and the second contactor 35A. For example, the control unit 22A turns on the first contactor 32A when driving using the DC power from the power storage device 18A or charging the power storage device 18A, and disconnects the power storage device 18A from the main DC power. The first contactor 32A is cut. The details of turning on and off the first contactor 32A and the second contactor 35A will be described later.

  Further, the control unit 22A detects the presence or absence of a failure in the inverter 15A. Specifically, the control unit 22A detects the presence / absence of a failure based on detection of an output overvoltage, output overcurrent, overheating, etc. of the inverter 15A, output of a parameter indicating a failure from the inverter 15A, and the like. When the inverter 15A fails, the control unit 22A notifies the composition management unit 23A so that the load sharing of the host vehicle is zero.

  The formation management unit 23A collects information of the entire formation vehicle 1 through communication via the transmission path 30, and the entire formation vehicle 1 (the first power vehicle 11A, the second power vehicle 11B, the third power vehicle 11C, ... manages the nth motor vehicle 11n). Specifically, the composition management unit 23A includes a power storage device monitoring control unit from each hybrid vehicle of the first power vehicle 11A, the second power vehicle 11B, the third power vehicle 11C,. Various types of information such as the state of the power storage device detected by the battery (power storage amount (charge rate), temperature) are acquired. This information collection is performed at the timing when the operation unit 19A is operated or at a predetermined cycle (for example, several seconds). Further, the composition management unit 23A controls the load sharing of each hybrid vehicle when the trained vehicle 1 travels based on a travel command by the operation of the operation unit 19A.

  The variable load detection unit 40A detects a variable load in the first power vehicle 11A and notifies the control unit 22A of it. The response load in the first power vehicle 11A is a value that varies greatly depending on the presence or absence of passengers or cargo, and can be detected based on, for example, the pressure value of the air spring of the carriage provided with the wheels 33A.

  Here, as described above, the end of the reference numeral attached to each part of the first power vehicle 11A is “A”, but the end of the reference numeral attached to each part of the second power vehicle 11B is “B” for convenience. is there. That is, the second power vehicle 11B includes an inverter 15B, an electric motor 16B, a power storage device 18B, a power storage device monitoring control unit 17B, an operation unit 19B, a display unit 20B, an air brake 21B, and a vehicle information control device. 12B and the variable load detection part 40B, The vehicle information control apparatus 12B has the control part 22B. The configuration for supplying DC power to the inverter 15B is the same as that of the first power vehicle 11A. In the second power vehicle 11B, the DC power from the overhead line 50 by the current collector 31B and the reactor 34B is used as the main DC power. Yes. The power storage device 18B is connected to the inverter 15B via the first contactor 32B, and is electrically connected to the power storage device of the third motor vehicle 11C connected via the second contactor 35B.

  Further, the vehicle information control device 12A includes the composition management unit 23A, but the vehicle information control device 12B may have a function corresponding to the composition management unit 23A. The functional unit corresponding to the composition management unit is set, for example, in a vehicle information control device for a motor vehicle in which a driver inserts a work card or the like into the operation unit to instruct driving.

  Here, the on / off control of the first contactor and the second contactor will be described in detail. It should be noted that the first contactor is turned on during normal travel other than during travel using only the main DC power. In addition, as an example of the operation, the on / off control of the first contactor 32A and the second contactor 35A in the first power vehicle 11A is illustrated, but the same applies to other vehicles such as the second power vehicle 11B. It goes without saying that.

  FIG. 3 is a flowchart showing an example of the operation in the first power vehicle 11A. As shown in FIG. 3, when the process is started by the driver inserting a work card or the like into the operation unit and instructing driving, the control unit 22A includes the power storage device 18A and other connected vehicles. The remaining amount (power storage amount) of the power storage device is detected (S1).

  Next, the control unit 22A determines whether or not the remaining amount of the power storage device 18A in the host vehicle is lower than a lower limit value set in advance in a memory or the like (S2). When the remaining amount of power storage device 18A falls below the lower limit (S2: YES), control unit 22A inserts second contactor 35A (S9) and connects power storage device 18A and the power storage device of another vehicle. Connect electrically. As a result, the remaining amount of the power storage device 18A that is lower than the lower limit and the remaining amount of the power storage devices of other vehicles are made uniform.

  When the remaining amount of power storage device 18A is not lower than the lower limit value (S2: NO), control unit 22A causes the remaining amount of power storage device 18A in the host vehicle to rise above the upper limit value preset in the memory or the like. It is determined whether or not (S3). When the remaining amount of power storage device 18A rises above the upper limit (S3: YES), control unit 22A inserts second contactor 35A (S9), and connects power storage device 18A and the power storage devices of other vehicles. Connect electrically. Thereby, the remaining amount of power storage device 18A that has risen above the upper limit and the remaining amount of power storage devices of other vehicles are made uniform.

  When the remaining amount of power storage device 18A has not risen above the upper limit (S3: NO), control unit 22A determines the difference between the remaining amount of power storage device of the other vehicle and the remaining amount of power storage device 18A of the own vehicle. Is determined to be greater than or equal to a predetermined value (S4). When the difference between the remaining amount of the power storage device of the other vehicle and the remaining amount of the power storage device 18A of the own vehicle is equal to or greater than a predetermined value (S4: YES), the control unit 22A inserts the second contactor 35A. (S9) The power storage device 18A and the power storage device of another vehicle are electrically connected. Thereby, when the difference in the residual amount of the electrical storage apparatus between vehicles arises, the residual amount is equalized.

  When the difference between the remaining amount of the power storage device of the other vehicle and the remaining amount of the power storage device 18A of the own vehicle is not equal to or greater than the predetermined value (S4: NO), the control unit 22A detects and acquires the temperature of the power storage device 18A. (S5). Next, control unit 22A determines whether or not the detected temperature of power storage device 18A has risen above an upper limit value preset in a memory or the like (S6).

  When the temperature of power storage device 18A rises above the upper limit value (S6: YES), control unit 22A inserts second contactor 35A (S9) to electrically connect power storage device 18A and the power storage device of another vehicle. Connect. Thereby, power storage device 18A and the power storage device of another vehicle are connected in parallel and the load sharing is made uniform, so that the temperature increase of power storage device 18A is suppressed.

  When the temperature of power storage device 18A has not risen above the upper limit (S6: NO), control unit 22A determines whether or not inverter 15A has failed (S7). When there is no failure in the inverter 15A (S7: NO), the control unit 22A returns the process to S1. When there is a failure in the inverter 15A (S7: YES), the control unit 22A opens the first contactor 32A (S8), and disconnects the electrical connection between the power storage device 18A and the inverter 15A. Thereby, a short circuit of power storage device 18A due to failure of inverter 15A is prevented. Next, the controller 22A turns on the second contactor 35A (S9), and electrically connects the power storage device 18A and the power storage device of another vehicle. Thereby, even if a failure occurs in inverter 15A of the own vehicle, power storage device 18A can supply DC power to another vehicle.

  Next, the control of the first contactor 32A in the case where the first contactor 32A is turned off during normal traveling with the DC power of the power storage device 18A as an auxiliary will be described. FIG. 4 is a flowchart showing an example of the operation in the first power vehicle 11A.

  As shown in FIG. 4, when the operation is instructed by a driver inserting a work card or the like into the operation unit, the control unit 22A opens the first contactor 32A. It is determined whether or not (S11). Here, when it is not being opened (S11: NO), the process waits.

  When it is in the open state (S11: YES), the control unit 22A detects the response load of the first power vehicle 11A by the response load detection unit 40A (S12). Next, the control unit 22A determines whether or not the detected response load is larger than a specified value preset in a memory or the like (S13). Here, when the response load by a passenger or cargo is smaller than a regulation value (S13: NO), control part 22A returns a process to S11, and keeps the 1st contactor 32A open. That is, the DC power of power storage device 18A is not used.

  When the response load by the passenger or the cargo is larger than the specified value (S13: YES), the control unit 22A inserts the first contactor 32A (S14) and electrically connects the power storage device 18A and the inverter 15A. . Thereby, in the first power vehicle 11A, the DC power of the power storage device 18A is used. When the first power vehicle 11 </ b> A is powered, the overhead line voltage is decreased because energy necessary for acceleration is obtained from the overhead line 50. Here, when the response load is large, the energy required for acceleration becomes larger, so that the overhead line voltage is greatly reduced unless the DC power of the power storage device 18A is used. However, in the present embodiment, when the response load due to passengers or cargo is larger than the specified value, the overhead voltage can be prevented from dropping by inserting the first contactor 32A and using the DC voltage of the power storage device 18A. .

  Note that the present invention is not limited to the above-described embodiment as it is, and can be embodied by modifying the constituent elements without departing from the scope of the invention in the implementation stage. Moreover, various inventions can be formed by appropriately combining a plurality of constituent elements disclosed in the embodiment. For example, some components may be deleted from all the components shown in the embodiment. Furthermore, the constituent elements over different embodiments may be appropriately combined.

  DESCRIPTION OF SYMBOLS 1 ... Formation vehicle, 11A ... 1st power vehicle, 11B ... 2nd power vehicle, 12A, 12B ... Vehicle information control device, 15A, 15B ... Inverter, 16A, 16B ... Electric motor, 17A, 17B ... Power storage device monitoring control Part, 18A, 18B ... power storage device, 19A, 19B ... operation part, 20A, 20B ... display part, 21A, 21B ... air brake, 22A, 22B ... control part, 23A ... organization management part, 30 ... transmission line, 31A, 31B ... current collector, 32A, 32B ... first contactor, 33A, 33B ... wheels, 34A, 34B ... reactor, 35A, 35B ... second contactor, 40A, 40B ... variable load detector, 50 ... overhead wire 60 ... Rail

Claims (7)

An inverter that obtains main DC power and generates AC power;
An electric motor driven by the generated AC power;
A power storage device connected to the inverter;
A first contactor for turning on and off the electrical connection between the power storage device and the inverter;
A second contactor for turning on and off an electrical connection between the power storage device and a power storage device of another connected vehicle;
A hybrid vehicle comprising: Obtaining means for obtaining a state of the power storage device;
Control means for controlling on / off of the first contactor and the second contactor,
When the state of the acquired power storage device is a predetermined state, the control means turns on the second contactor.
The hybrid vehicle according to claim 1. The acquisition means acquires a storage amount of the power storage device,
The control means, when the acquired amount of stored electricity deviates from a preset range, the second contactor is turned on,
The hybrid vehicle according to claim 2. Further comprising communication means for communicating with the other connected vehicle;
The acquisition means acquires a storage amount of a storage device of the other vehicle by the communication,
The control means enters the second contactor when the difference between the acquired power storage amount of the other power storage device and the power storage amount of the own vehicle power storage device is equal to or larger than a preset value. And
The hybrid vehicle according to claim 3. The acquisition means acquires the temperature of the power storage device,
When the acquired temperature is equal to or higher than a preset value, the control means turns on the second contactor,
The hybrid vehicle according to any one of claims 2 to 4. It further comprises failure detection means for detecting a failure of the inverter,
When the control means detects a failure of the inverter, the second contactor is turned on after turning off the first contactor.
The hybrid vehicle according to any one of claims 1 to 5. It further comprises a response load detecting means for detecting the response load of the own vehicle,
When the detected response is not less than a predetermined value set in advance when the first contactor is turned off, the control means turns on the first contactor.
The hybrid vehicle according to any one of claims 1 to 6.

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