JP2018186641A - Train control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the utilization efficiency of regenerative energy, by increasing an opportunity allowing direct accommodation of regenerative energy between vehicles.SOLUTION: There is provided a train control system including a first vehicle having a first electric motor and a second vehicle having a second electric motor, in which the first and second electric motors have a regenerative brake function of decelerating the vehicle by converting kinetic energy into electric energy and supplying the generated electric energy to an overhead power line. The train control system issues a command for dividing a vehicle of one formation into two formations including the first vehicle and the second vehicle or annexing a train with two formations of the first vehicle and the second vehicle to one formation based on information on regenerative invalidation or excess over reference power quantity.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a train control system using a regenerative brake.

  In order to reduce the energy required for running a railway vehicle driven by an electric motor, the motor is decelerated by converting the kinetic energy into electric energy using the electric motor, and the generated electric energy is received by the other vehicle via the overhead line. A mechanism for reusing acceleration (regenerative braking) is in practical use.

  The regenerative brake has a problem that it cannot be used unless an accelerating vehicle capable of reusing the generated electric energy (regenerative energy) is present.

  As a countermeasure to this problem, the electric railway power system of Patent Document 1 stores regenerative energy in a power storage device installed on an overhead line, and discharges the stored energy when the vehicle accelerates, thereby The regenerative brake can be used regardless of the presence or absence.

  In addition, the power feeding system of Patent Document 2 gives priority to power interchange between vehicles when the vehicle being accelerated is present and the regenerative energy is available, and the regenerative energy that cannot be consumed by the vehicle being accelerated is given priority. By charging the storage battery, regenerative energy can be reused efficiently.

  In the configuration of the feeding system of Patent Literature 1 and Patent Literature 2, if energy necessary for vehicle acceleration is added to the substation and supplied simultaneously from the storage battery, the peak value of energy supplied from the substation can be lowered. Thereby, the design condition of the peak value of the substation can be relaxed, or the usage fee can be reduced when the energy usage fee contract is charged according to the peak value per unit time.

JP 2009-67205 A JP 2016-49817 A

  In the method described in Patent Document 1, the use efficiency of regenerative energy is reduced by the amount of energy loss associated with charging / discharging of the storage battery.

  In the method described in Patent Document 2, when regenerative energy can be interchanged directly between vehicles, energy loss due to charging / discharging of the storage battery can be minimized, but regenerative energy can be interchanged directly between vehicles. If this is not possible, the efficiency of using regenerative energy is reduced due to the energy loss associated with charging / discharging the storage battery.

  Further, in the methods described in Patent Document 1 and Patent Document 2, energy that can be discharged is stored in the storage battery, and conditions for discharging to the accelerating vehicle are in place (for example, when the storage battery is not too hot). However, the effect of lowering the peak value of energy supplied from the substation can only be demonstrated.

  Based on these problems, it is a problem to be solved by the present invention to increase opportunities for allowing regenerative energy to be interchanged directly between vehicles and improve the utilization efficiency of regenerative energy.

  In order to solve the above problems, the present invention employs, for example, the configurations described in the claims.

  The present application includes a plurality of means for solving the above-described problems. To give an example, the first application includes a first vehicle having a first electric motor and a second vehicle having a second electric motor, In the train control system for a train having a regenerative braking function, the first and second electric motors decelerate the vehicle by converting kinetic energy into electric energy and supply the generated electric energy to the overhead line. Based on the excess information, a train of vehicles is divided into two trains of the first vehicle and the second vehicle, or a train that is a train of the first vehicle and the second vehicle. A command to be merged into one organization is transmitted.

  According to the present invention, opportunities for allowing regenerative energy to be interchanged directly between vehicles are increased, and the use efficiency of regenerative energy is improved.

The figure which shows the structure of the train control system in Example 1. The figure which shows an example in case the regeneration invalidity in Example 1 is detected. The figure which shows an example when the regeneration invalidity in Example 1 is not detected. The figure which shows the state transition of the division | segmentation merge determination part in Example 1. 7 is a flowchart illustrating a procedure of division determination mode processing according to the first embodiment. The flowchart which shows the procedure of the process of the merge determination mode in Example 1. The figure which shows the state of the train after the division | segmentation command output in Example 1. The figure which shows the structure of the train control system in Example 2. The figure which shows an example in case the peak of substation supply electric energy exceeds reference values in Example 2. The figure which shows an example when the peak of substation supply electric energy does not exceed a reference value in Example 2. The figure which shows the transition of the state of the train after the division | segmentation command output in Example 2, and a substation supply electric energy.

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

A configuration of a train control system according to an embodiment of the present invention is shown in FIG.
In this embodiment, it is assumed that a train 101 and a train 102 that are fed from an overhead line and driven by an electric motor are on the same substation section where regenerative power can be accommodated via the overhead line and are running. It is assumed that the time at which the train 101 and the train 102 accelerate / decelerate is not limited to a specific time in the operation plan or the like and varies sufficiently. Here, it is assumed that the distance between the train 101 and the train 102 is secured by a signal system so as to maintain a sufficient size, and thereafter, an event such as a collision between trains is not considered through this embodiment. .

  The reason for assuming that the time at which the train 101 and the train 102 accelerate / decelerate sufficiently varies is that this embodiment uses a probabilistic distribution of combinations of driving operations (acceleration and deceleration) of multiple trains. This is because it is most effective under such assumptions. If the train position and driving operation are always determined according to a schedule that is planned in advance, this embodiment will be effective in the range where the actual driving fluctuates with respect to the schedule (disturbance in operation and deviation in driving operation timing). However, the effect in that case is smaller than that of the above assumption.

  Using probabilistic distribution means that the two trains (101, 102) as shown in FIG. 2 are divided into two, compared to the case where there are two trains (101, 102) as shown in FIG. The train with four trains as shown (101A, 101B, 102A, 102B) is more likely to have another accelerating train that becomes a load vehicle when a train tries to apply regenerative braking. That's what it means. As a result, the number of loaded vehicles is not present and the regenerative brake cannot be applied, and the energy utilization efficiency of the entire train group is increased. This is the principle that the present embodiment demonstrates the effect.

  Each of the train 101 and the train 102 is formed by connecting two vehicles. Each vehicle is equipped with a drive system and can be self-propelled. However, when the train is connected and organized, the driving operation of each vehicle is consistent. That is, one side does not accelerate and the other does not decelerate, the driving operation of acceleration or deceleration is determined as the train 101, and the operation of the drive system of each vehicle is coordinated therewith.

  Here, the fact that the train 101 and the train 102 have a two-car train is not intended to limit the implementation of the present invention to a two-car train. The present invention can be similarly implemented as long as it can be divided into a plurality of trains that are knitted by a plurality of cars and that can each be equipped with a drive train and that can run independently.

  If the train 101 or the train 102 is equipped with an automatic train driving device and can be self-propelled without a driver, it is possible to save labor and cost for increasing the number of drivers after dividing the train. .

  Hereinafter, the configuration of the on-board system 113 mounted on the train 101 will be described. The train 102 is also equipped with a similar on-vehicle system, but the description thereof is omitted.

  The on-board system 113 includes a regenerative braking system 103, a regeneration invalidation detection unit 104, an on-vehicle transmission unit 105, an on-vehicle reception unit 106, and a division / merging control unit 107.

  The regenerative brake system 103 is a system that decelerates the train 101 by the regenerative brake. Many such systems are in practical use today. In other words, it is composed of an electric motor and a converter that controls the electric motor. By operating the electric motor as a generator, the train's kinetic energy is converted into electric energy, which can be accommodated to other vehicles via an overhead wire. is there. When there is no load vehicle to be accommodated, it can be detected by an increase in overhead line voltage, etc. to give up the application of regenerative braking (regeneration expired), and the necessary deceleration force can be secured with alternative means such as air brake To. For example, in the case shown in FIG. 2, that is, when both the train 101 and the train 102 decelerate near the time A, the regeneration expires near the time A. When FIG. 3 shows, that is, when the train 101 decelerates near time B and the train 102 accelerates, electrical energy can be accommodated in the train 102 near time B, so that regeneration is not lost.

  The regenerative invalidation detection unit 104 detects the information when the regenerative braking system 113 is regeneratively expired as described above. It is also possible to simply detect the number of times the regeneration has expired, or to detect the amount of energy that has missed the opportunity for regeneration. In the latter case as compared with the former, the division / merging determination unit 110 described later enables more detailed determination based on the energy amount.

  The on-vehicle transmission unit 105 transmits the regeneration invalidation information detected by the regeneration invalidation detection unit 104 to the ground system 114. Any medium can be used, for example, wireless can be used.

  The on-vehicle receiving unit 106 receives a division command or a merge command, which will be described later, from the ground system 114, and any medium may be used here.

  The division / merging control unit 107 opens the connection between the two vehicles constituting the train 101 when receiving a division command from the on-vehicle receiving unit 106, and allows the vehicle to run independently. The train 101 is formed by connecting two vehicles.

  Subsequently, the ground system 114 will be described below. The terrestrial system 114 includes a terrestrial receiving unit 108, a regeneration expiration storage unit 109, a division / merging determination unit 110, and a terrestrial transmission unit 112.

  The ground receiving unit 108 receives from the on-board system 113 information on the regenerative revocation detected by the regenerative revocation detecting unit 104 described above.

  The regeneration / revocation storage unit 109 records the regeneration / revocation information received by the ground reception unit 108 in a form that can be extracted as information per unit time. In other words, the information on the regenerative revocation is held in such a way that the frequency of the regenerative revocation or the change in the amount of energy missed the regenerative opportunity can be understood. For example, if the number of regeneration invalidations and the amount of energy that missed the regeneration opportunity are stored in association with the time, conversion into unit time is easy. The length of the unit time may be such that, for example, when the approximate operation time interval is 10 minutes, the number of regenerative invalidation samples can be sufficiently obtained, such as 3 hours.

  The division / merging determination unit 110 determines whether to divide or merge the train using the above-described information held in the regeneration invalidation storage unit 109, and outputs a division command or a merge command depending on the determination result. This determination method will be described in detail with reference to FIGS. 4, 5, and 6.

  FIG. 4 shows a state transition of the division / merging determination unit 110. The initial state is a division determination mode 401, in which it is determined whether to divide the train. When dividing, a division command is output, and a transition is made to the merge determination mode 402. In the merge determination mode 402, it is determined whether or not the trains are to be merged. When the trains are merged, a merge command is output and a transition is made to the division determination mode 401. According to this state transition, the split command and the merge command are not output simultaneously.

  FIG. 5 is a flowchart of processing in the division determination mode 401. The division determination mode 401 periodically performs this processing flow. The period corresponds to the length of the unit time described above, and for example, a one-hour period is sufficient when the unit time is 3 hours.

  First, in process 501, information on regeneration invalidation per unit time is read from the regeneration invalidation storage unit 109. As described above, this information represents the frequency of occurrence of regeneration expiration and the change in the amount of energy. Next, it is determined whether or not the frequency of regeneration revocation and the change in energy amount are larger than the reference value predetermined in the process 502. When it is larger, the process shifts to process 503, outputs a division command, shifts to the merge determination mode 402, and ends the process flow. When it is smaller, the processing flow is finished as it is.

  Here, the reference value used in processing 502 may be determined from the viewpoint of allowable energy consumption. For example, if there are 20 regenerative braking opportunities in 3 hours from the approximate driving time interval, and the design of the total energy consumption required for running the train, at least half of them wants to recycle energy without regeneration expiration 10 times May be used as a reference value.

FIG. 6 is a flowchart of processing in the merge determination mode 402. The merge determination mode 402 periodically performs this processing flow. Similar to the division determination mode 401 described above, the period is adjusted to the length of the unit time described above. For example, when the unit time is 3 hours, a period of one hour is sufficient.
First, in process 601, information on regeneration invalidation per unit time is read from the regeneration invalidation storage unit 109. As described above, this information represents the frequency of occurrence of regeneration expiration and the change in the amount of energy. Next, it is determined whether or not the occurrence frequency of regeneration and the change in the energy amount are smaller than the reference value predetermined in the process 602. When it is smaller, the process shifts to process 603, outputs a merge command, shifts to the division determination mode 401, and ends the process flow. When it is larger, the processing flow is finished as it is.

  Here, the reference value used in the process 602 is a value determined in consideration of a trade-off between energy saving and labor saving of train operation. In general, as the number of trains increases, the operation time interval is clogged, and the labor and cost for operation management and security control increase. For this reason, it is better to set the reference value smaller as the emphasis is on energy saving rather than labor saving of train operation, and can be determined, for example, five times. If this reference value is set to be smaller than the reference value of processing 502 (10 times in the above example), it is possible to prevent frequent state transitions between the merge determination mode 402 and the division determination mode 401. .

  According to the embodiment of the present invention described above, when the frequency of regeneration invalidation is high, the opportunities for regenerative accommodation are increased by dividing the train organization and increasing the number of trains, and the use efficiency of regenerative energy is increased. It can be improved. In addition, when the frequency of occurrence of regenerative expiration is sufficiently small, the number of trains can be increased by combining trains, and the transportation capacity can be increased while keeping the regenerative energy utilization efficiency sufficiently large.

  In addition, the regeneration invalidation memory | storage part 109 may collect the regeneration invalidation information of both the trains 101 and 102, and may be able to calculate the change in the frequency of occurrence of regeneration invalidity and the amount of energy in total. This can better reflect the behavior of the train group in the same substation section where regenerative accommodation is possible in the determination of division / merging, and as a result, the effect of the present embodiment can be better demonstrated.

  FIG. 8 shows the configuration of a train control system according to an embodiment of the present invention that is different from the first embodiment.

  In the present embodiment, the train 801 and the train 802 have the same premise as the train 101 and the train 102 of the first embodiment, respectively. However, since it is not an essential requirement of the present embodiment that regenerative braking is possible, it may be excluded from the premise.

  Before describing the other components in FIG. 8, the effects and the principle of the configuration of this embodiment will be described with reference to FIGS. 9, 10, and 11. FIG.

  FIG. 9 shows an example of the acceleration / deceleration timing of the train 801 and the train 802 as in FIG. 2 in the first embodiment. In addition, the time series of the substation supply power amount noted in this embodiment is also shown. It is. Here, the reference peak value 3E of the amount of power supplied to the substation is a reference value for which an extra fee is charged if the power usage fee is contracted. If the power usage fee exceeds 3E during a unit time (for example, 1 hour), the base of the power usage fee for that unit time is set high.

  Generally, as the train travels at a higher speed, the power required to accelerate the same increases, and the amount of power supplied to the substation (the integrated value of power) increases. For this reason, when viewed from the train, the substation supply electric energy takes a peak value (E in this embodiment) at the moment of acceleration. Now, focusing on the time C when both the train 801 and the train 802 accelerate simultaneously, the peak value of the substation supply electric power increases to 4E by superimposing two trains and exceeds the reference value 3E. Therefore, it is not desirable from the viewpoint of a power usage fee that such simultaneous acceleration occurs within a unit time.

  FIG. 10 also shows an example of the acceleration / deceleration timings of the train 801 and the train 802, but differs from FIG. 9 in that the acceleration timings of the train 801 and the train 802 do not overlap each other. When the train 801 accelerates at the time D and the train 802 accelerates at the time E, the peak value of the substation supply electric energy is 2E at most and does not exceed the reference value 3E.

  FIG. 11 shows an example of acceleration / deceleration timing when the train 801 and the train 802 are each divided into two and traveled by four convenient trains 801A, 801B, 802A, and 802B. Each train is accelerating at time F, time G, time H, and time I without overlapping each other. At this time, the peak value of the electric power supplied to the substation decreases in proportion to the train length and is at most E.

  In the case shown in FIG. 11, in order for the peak value to exceed 3E, the acceleration timing for at least three trains must coincide by chance, and this probability is in the situation where there are only two trains as shown in FIG. 9 and FIG. It can be said that the acceleration timing is smaller than the probability of overlapping. That is, even when the number of vehicles is the same, when there are many short trains as shown in FIG. 11, it can be expected that the peak value of the substation supply electric energy will be leveled as an expected value and less than the reference value. It is easy to reduce the electricity usage fee. This is the effect and principle of the configuration of this embodiment.

  Returning to FIG. 8, the components of the present embodiment will be described.

  The on-vehicle system 813 includes an on-vehicle receiving unit 806 and a division / merging control unit 807. These are the same as the on-board system 113, the on-board receiving unit 106, and the division / merging control unit 107 in the first embodiment.

  The ground system 814 includes a power supply amount monitoring unit 815, a ground receiving unit 808, a peak excess measuring unit 809, a division / merging determination unit 810, and a ground transmitting unit 812.

The power supply amount monitoring unit 815 monitors the time transition of the amount of power supplied to the train 801 and the train 802 from a substation (not shown). The monitoring means is not particularly limited, and may be means normally provided in a substation, for example. Alternatively, a unit that measures the amount of electric power used by each of the train 801 and the train 802 may be mounted on the vehicle, and the measured values may be collected and summed by communication. The latter means is convenient when the measuring device cannot be directly attached to the substation or when the information on the substation cannot be obtained directly.
The peak excess measurement unit 809 measures the number of times that the time transition of the power amount monitored by the supplied power amount monitoring unit 815 exceeds a predetermined reference value within a unit time. Here, the unit time and the reference value can be set, for example, as the number of times exceeding the upper limit value 3E determined in the calculation of the power usage fee within one hour, based on the concept described above with reference to FIG.

  The division / merging determination unit 810 is the same as the division / merging determination unit 110 of the first embodiment, except that the input is not the number of regeneration invalidations but the number of peak excesses measured by the peak excess measurement unit 809. Processing is performed so that a division command is output when the number of times of peak excess exceeds a certain upper limit number of times, and a merge command is output when the number of times of peak excess falls below a certain number of lower limit times. The upper limit count and lower limit count consider the trade-off between the power usage fee and the train operation saving, as in Example 1, taking into consideration the trade-off between the energy consumption and the train operation saving. Determined.

  According to the second embodiment of the present invention described above, when the peak value of the substation supply power amount frequently increases, the expected value of the peak value can be obtained by dividing the train formation and increasing the number of trains. Leveling is possible, and it is possible to prevent the peak value from exceeding the reference value and increasing the power usage fee. Moreover, when the frequency at which the peak value of the substation supply power amount exceeds the reference value is sufficiently small, the number of trains can be increased by combining train formation, and the transportation capacity can be increased while keeping the peak value sufficiently small.

101, 102, 101A, 101B, 102A, 102B, 801, 802, 801A, 801B, 802A, 802B Train 103 Regenerative brake system 104 Regeneration expiration detection unit 105 On-vehicle transmitter 106, 806 On-vehicle receiver 107, 807 Split and merge Control unit 108 Ground receiving unit 109 Regeneration expiration storage unit 110, 810 Division / merging determination unit 112, 812 Ground transmission unit 113, 813 On-board system 114, 814 Ground system 401 Division determination mode 402 Merge determination mode 501, 502, 503, 601 , 602, 603 Processing 815 Power supply amount monitoring unit 816 Peak excess measurement unit

Claims (8)

A first vehicle having a first electric motor, and a second vehicle having a second electric motor,
In the train control system for a train having a regenerative brake function, the first and second electric motors decelerate the vehicle by converting kinetic energy into electric energy and supply the generated electric energy to the overhead line.
Based on information on regeneration expiration or excess of reference electric energy, one train is divided into two trains of the first vehicle and the second vehicle, or two trains of the first vehicle and the second vehicle Train control system that sends out instructions to merge trains that were   The train control system according to claim 1, further comprising: a regeneration / revocation storage unit that stores the regeneration / revocation information, or an excess measurement unit that measures the reference power excess information.   If at least one of the number of regeneration expirations, the amount of energy missed the regeneration opportunity, the amount of excess reference electric power, the number of excess reference electric energy is greater than a reference value, a set of vehicles is The train control system according to claim 1, wherein a command for dividing the vehicle into one vehicle and the second two trains is transmitted.   When at least one of the number of regeneration invalidations, the amount of energy missed regeneration opportunity, the amount of excess reference power amount, the number of excess reference power amounts is smaller than a reference value, the first vehicle and the The train control system according to claim 1, wherein the train control system transmits a command for merging a train that is a train of the second vehicle into a train.   2. The train control system according to claim 1, further comprising a division / merging control unit that controls division or merging of trains on the train on-board system in response to the command.   3. The train control system according to claim 2, further comprising a regeneration invalidation detection unit that provides regeneration invalidation information to the regeneration invalidation storage unit, wherein the regeneration invalidation information is an amount of energy that misses an opportunity for regeneration.   A power supply amount monitoring unit that monitors a time transition of the amount of power supplied to the train, and the excess measurement unit has a reference value for the time transition of the power amount monitored by the power supply amount monitoring unit within a unit time. The train control system according to claim 2 which measures the number of times exceeded. A first vehicle having a first electric motor, and a second vehicle having a second electric motor,
In the operation method of the train having the regenerative brake function, the first and second electric motors decelerate the vehicle by converting kinetic energy into electric energy, and supply the generated electric energy to the overhead line.
Based on information on regeneration expiration or excess of reference power, one set of vehicles is divided into the first vehicle and the second two sets, or two sets of the first vehicle and the second vehicle. Train operation method to merge trains into a single train.

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