JP2019122122A - Control device and control method for controlling charge and discharge of power storage device provided in railway vehicle - Google Patents

Abstract

To equalize SOC (State Of Charge) with a high degree of accuracy irrespective of storage battery types in a power storage device provided in a railway vehicle.SOLUTION: A control device controlling charge and discharge of a power storage device provided in a railway vehicle comprises: a charge and discharge control unit which discharge the power storage device when the charging rate of the power storage device is a first threshold or higher, whereas charges the power storage device when the charging rate of the power storage device is a second threshold (the second threshold<the first threshold) or lower; a station determination unit which, when the railway vehicle is in a stop state, performs station determination whether the place where the railway vehicle stops is a station specified beforehand; and a threshold determination unit which, when the result of the station determination is true, changes at least one of the first threshold and the second threshold.SELECTED DRAWING: Figure 2

Description

  The present invention generally relates to control of charging and discharging of a power storage device provided in a railway vehicle.

  In recent years, with the background of environmental problems such as global warming, energy saving has become even more important in various industrial fields, and in railways considered to have higher energy efficiency than cars and aircraft, which are the same transportation system. Also, further reduction of power consumption is required. Based on such a situation, railway cars equipped with storage batteries, such as trains that absorb regenerative electric power at light load into storage batteries, and hybrid vehicles that combine an engine and storage batteries, have become widespread.

  Since a high voltage and a large capacity are required for a power storage device mounted on such a railway vehicle, a plurality of storage batteries (hereinafter referred to as battery cells) are connected in series to increase the Hereinafter, a plurality of battery packs are connected in parallel to increase the capacity.

  In a battery block configured by connecting such battery cells in multiple serial multiple parallels, when charging / discharging the assembled battery, the battery pack is first set to the upper limit voltage or the lower limit voltage among the plurality of battery cells included in the assembled battery. The chargeable / dischargeable range of the entire assembled battery is determined by the reached battery cell.

  If there is variation in the charging rate (hereinafter referred to as SOC (State Of Charge)) among a plurality of battery cells included in the assembled battery, the actual use range of the assembled battery becomes narrow, and the performance of the battery cell is sufficiently exhibited. You may not be able to Therefore, it is necessary to operate while equalizing the SOCs of the plurality of battery cells in the battery block.

  As a method (hereinafter, referred to as balancing control) of SOC equalization of battery cells in a battery block configured by connecting a plurality of battery cells in multiple direct parallel connection, for example, the technology described in Patent Document 1 below is there. In Patent Document 1, a voltage is detected for each battery cell using a characteristic in which the SOC monotonously increases with respect to a voltage when the battery cell is in an open state (hereinafter referred to as OCV (Open Circuit Voltage)). A balancing control method is disclosed in which the SOC of each battery cell is equalized by discharging the other battery cells so as to have substantially the same voltage as the battery cell of the minimum voltage.

  Moreover, when equalizing SOC based on each cell voltage, it is important to measure OCV corresponding to SOC of each battery cell as correctly as possible. Battery cells being charged and discharged add to the voltage drop on the OCV. And, even after charge and discharge stop, residual voltage is added to OCV by polarization. Therefore, Patent Document 2 discloses a balancing control method in which SOC equalization is performed after a predetermined time has elapsed since the ignition switch of the electric vehicle is turned off.

Japanese Patent Application Laid-Open No. 2002-025628 JP, 2015-154630, A

  According to the method of the prior art disclosed in Patent Document 1 and Patent Document 2, for example, in the case of a lithium ion battery using a ternary system for the positive electrode material and amorphous carbon for the negative electrode material, OCV is obtained in any SOC region The slope of SOC with respect to (hereinafter, referred to as | ΔOCV / ΔSOC |) is large. Therefore, if the measurement error of OCV is slight, the difference between SOC values is also slight. Therefore, it is not difficult to equalize the SOC accurately.

  However, in the case of a lithium ion battery using, for example, graphite or lithium titanate as the negative electrode material, | ΔOCV / ΔSOC | is small in the SOC region around 50% of the central SOC. Therefore, when the balancing control is performed in the SOC region near the center, the SOC value is significantly different even with a slight measurement error of the OCV. Therefore, it is difficult to equalize the SOC accurately. In a vehicle that performs both charging and discharging, such as a hybrid vehicle, the SOC is usually maintained in the SOC region near the center in order to balance the charging and discharging, but the SOC is in the SOC region near the center In the case where a battery having an SOC region near the center where the | ΔOCV / ΔSOC | is small is adopted, it is difficult to equalize the SOC accurately.

  The present invention has been made from the circumstances of the prior art as described above, and its object is to equalize the SOC accurately regardless of the type of storage battery in the power storage device provided in the railway vehicle.

  In order to achieve the above object, a control device for controlling charging and discharging of the storage device provided in the railway vehicle discharges the storage device when the charging rate of the storage device is equal to or more than the first threshold, and the charging rate of the storage device is A charge / discharge control unit that charges the power storage device if the second threshold (the second threshold <the first threshold) or less, and if the railway vehicle is at a stop, the stop location is a designated stop in advance A stop determination unit that performs stop determination, and a threshold determination unit that changes at least one of the first threshold and the second threshold when the result of the stop determination is true.

  The control device according to the present invention may be provided for each rail car, or may be provided only for a specific rail car (for example, a rail car with a cab) among a plurality of connected rail cars.

  According to the present invention, the SOC can be accurately equalized regardless of the type of the storage battery in the power storage device provided in the railway vehicle. Problems, configurations, and effects other than those described above will be apparent from the description of the embodiments below.

It is a figure showing the system configuration of the rail car drive system concerning a 1st embodiment of the present invention. It is a figure showing functional composition of a control device concerning a 1st embodiment of the present invention. It is a flowchart which shows the flow of control processing of the balancing determination part which concerns on 1st Embodiment of this invention. It is an example of the SOC-OCV table which concerns on 1st Embodiment of this invention, Comprising: It is a figure which shows the SOC-OCV table which shows the SOC-OCV characteristic of the lithium ion battery which used amorphous carbon for the negative electrode. It is a flow chart which shows a flow of control processing of a cell controller concerning a 1st embodiment of the present invention. It is a figure for demonstrating required discharge time calculation of the battery cell which concerns on 1st Embodiment of this invention. It is an example of the SOC-OCV table which concerns on 1st Embodiment of this invention, Comprising: It is a figure which shows the SOC-OCV table which shows the SOC-OCV characteristic of the lithium ion battery which applied amorphous carbon or graphite to the negative electrode. It is a figure which shows the relationship of OCV and SOC in case a measurement error is included in the voltage sensor which concerns on 1st Embodiment of this invention. It is an example which shows the relationship between the stop and station code which concerns on 1st Embodiment of this invention, the distance between stations, and a driving | running route. It is a figure which shows an example of the distance-station code table which concerns on 1st Embodiment of this invention. It is a figure which shows an example of the station code-stop location corresponding | compatible table which concerns on 1st Embodiment of this invention. It is explanatory drawing of the operation mode determination which concerns on 1st Embodiment of this invention. It is a figure which shows an example of the command value corresponding | compatible table which concerns on 1st Embodiment of this invention. It is a figure which shows the correspondence of the engine notch command value which concerns on 1st Embodiment of this invention, and a converter generated electric power command value. It is an explanatory view of inverter command value calculation for electric motors concerning a 1st embodiment of the present invention. It is an explanatory view of engine notch command value change under stop according to a first embodiment of the present invention. It is a figure which shows an example of SOC transition of the electrical storage apparatus mounted in the hybrid railcar which is an example of the rail vehicle which concerns on 1st Embodiment of this invention. It is a time chart before and behind the system stop signal input concerning a 2nd embodiment of the present invention. It is a figure which shows an example of SOC transition of the electrical storage apparatus mounted in the hybrid railcar which is an example of the rail vehicle which concerns on 2nd Embodiment of this invention. It is a figure which shows an example of the operation method of the rail vehicle which concerns on 3rd Embodiment of this invention. It is a figure which shows the function structure of the control apparatus which concerns on 3rd Embodiment of this invention. It is a figure which shows an example of the operation | use pattern which concerns on 3rd Embodiment of this invention. It is a figure which shows an example of the station code-stop location corresponding | compatible table which concerns on 4th Embodiment of this invention. It is a figure which shows the system configuration of the drive system for rail cars concerning 5th Embodiment of this invention. It is a figure which shows the function structure of the control apparatus which concerns on 5th Embodiment of this invention. It is explanatory drawing of switching of the overhead wire electric power supply command value under stop which concerns on 5th Embodiment of this invention. It is a figure which shows an example of SOC transition of the electrical storage apparatus mounted in the light load regeneration system electric train which concerns on 5th Embodiment of this invention. It is a time chart before and behind the system stop signal input concerning a 6th embodiment of the present invention. It is a figure which shows an example of SOC transition of the electrical storage apparatus mounted in the light load regeneration system electric train which concerns on 6th Embodiment of this invention.

  EMBODIMENT OF THE INVENTION Hereinafter, the form for implementing the drive system for rail vehicles concerning this invention is demonstrated based on figures.

  In the embodiments to be described below, a hybrid railway vehicle equipped with an engine and a storage device or a railway vehicle equipped with a light load regeneration system for storing regenerative power in the storage device under light load when the number of railway vehicles under power is small The case where the present invention is applied to a regenerative system train will be described as an example. However, in the present embodiment, a storage battery train that carries a power storage device on a train and travels in a non-electrified section with the discharge power of the power storage device, and an emergency travel system that travels with discharge power of the power storage device in an emergency such as a power failure. The same applies to railway vehicles.

  In the embodiment described below, although the case where a lithium ion battery is applied to a storage battery constituting a power storage device is described as an example, the present invention can be similarly applied to other storage batteries such as lead batteries and nickel hydrogen batteries. .

  In the embodiments described below, the “storage unit” includes one or more memories. At least one memory in the storage unit may be volatile memory or non-volatile memory.

  Also, in the embodiments described below, the "processor unit" is one or more processors. The at least one processor is typically a microprocessor such as a central processing unit (CPU), but may be another processor such as a graphics processing unit (GUP). The at least one processor may be a processor in a broad sense such as a hardware circuit (for example, a field-programmable gate array (FPGA) or an application specific integrated circuit (ASIC)) that performs part or all of the processing.

  In the embodiments described below, the function may be described by the expression “kkk unit” (excluding the storage unit and the processor unit), but one or more computer programs are executed by the processor unit. May be realized by one or more hardware circuits. The description of each function is an example, and a plurality of functions may be combined into one function, or one function may be divided into a plurality of functions. Also, the kkk part may be called kkk means.

Further, in the following description, information may be described by an expression such as “xxx table”, but the information may be expressed by any data structure. That is, the "xxx table" can be called "xxx information" to indicate that the information does not depend on the data structure. Also, in the following description, the configuration of each table is an example, and one table may be divided into two or more tables, or all or part of two or more tables may be one table. Good.
First Embodiment

  FIG. 1 is a diagram showing a system configuration of a railway vehicle drive system including a control device according to a first embodiment of the present invention. First, the configuration of each device of a railway vehicle drive system (hereinafter, drive system) 1A will be described. Drive system 1A is a drive system at the time of assuming a hybrid diesel car.

  Drive system 1A includes engine 2, a generator 3 driven by engine 2 to output AC power, converter 4 converting AC power from generator 3 to DC power, and DC power from converter 4 to AC power From the motor inverter 5 for converting into a motor, the motor 6 for driving the railway vehicle based on AC power from the motor inverter 5, the reduction gear 7 for reducing the output of the motor 6 and transmitting it to the wheelset 8, and the converter 4 Of the engine 2 by charging and discharging the auxiliary equipment 10 used for services such as lighting of vehicles and air conditioners based on AC power from the auxiliary equipment inverter 9 for converting DC power of the A storage device 11 for leveling the output, a driver cab 12 for generating a drive command according to a notch operation by the driver, a drive command transmitted from the driver cab 12 and a state of the storage battery 11 Based on, a converter 4, a control unit 13 which generates a control command for the motor inverter 5 and the auxiliary inverter 9, a.

  The engine 2 outputs shaft torque in accordance with the engine notch command value from the control device 13. The generator 3 receives the shaft torque of the engine 2 as input, converts it into three-phase AC power, and outputs it. Converter 4 receives the three-phase AC power output from generator 3 as an input, converts this into DC power corresponding to the instructed amount of power, and outputs it.

  The motor inverter 5 converts the DC power supplied via the converter 4 into three-phase AC power to drive the motor 6. The motor 6 receives the three-phase AC power output from the motor inverter 5 as input, converts it into shaft torque, and outputs it. The reduction gear 7 reduces the rotational speed of the motor 6 by a combination of gears having different numbers of teeth, and drives the wheel set 8 with the amplified shaft torque to accelerate and decelerate the vehicle. In addition, a speed generator (not shown) for measuring a vehicle speed is attached to the wheelset 8.

  The auxiliary inverter 9 receives DC power between the converter 4 and the motor inverter 5 as input, converts it into three-phase AC power, and outputs it. The accessory 10 is a service device such as lighting of a vehicle or an air conditioner, and operates with the power supplied from the inverter 9 for accessory.

  Power storage device 11 connects a plurality of lithium ion battery cells (hereinafter referred to as battery cells) in series and in parallel, and increases the voltage and capacity of battery block 11A, and the voltage of each battery cell (hereinafter referred to as cell voltage) ), And has a cell controller 11B having a function to equalize the SOC when variations occur in the SOC of the battery cells in the battery block 11A.

  The driver's cab 12 is provided with an output device (not shown) such as a display for displaying a time, an output restriction state, and an input device such as a button. At least a part of the output device and the input device is a man-machine interface.

  Control device 13 outputs a control signal to at least one of engine 2, converter 4, motor inverter 5 and auxiliary machine inverter 9 based on the operation command and the SOC of power storage device 11, etc. Control power flow.

  Here, at least one of the cell controller 11B and the control device 13 may be an electronic circuit constituted by a microcomputer, an analog circuit, and an IC element.

  FIG. 2 is a diagram showing a functional configuration of the control device according to the first embodiment of the present invention.

  The control device 13 has a storage unit 13A. The functions of the control device 13 include an SOC estimation unit 13B, a balancing determination unit 13C, a station code determination unit 13D, a stop determination unit 13E, a clock unit 13T, a threshold determination unit 13Y, and a charge / discharge control unit 13X. The charge and discharge control unit 13X includes a drive control unit 13F and an accessory control unit 13G.

  The storage unit 13A includes a command value correspondence table, an SOC threshold 1 (an example of a first threshold), an SOC threshold 2 (an example of a second threshold), a travel distance-station code correspondence table, a station code--stop, which will be described later. Data such as the correspondence table and the SOC-OCV table are stored in advance. In the storage unit 13A, the SOC estimated by the SOC estimation unit 13B is stored as an SOC initial value by the SOC estimation unit 13B in the stop sequence of the control device 13 (arrow 201). Further, in the next startup sequence of the control device 13, the SOC initial value is read from the storage unit 13A by the SOC estimation unit 13B. Furthermore, date and time information indicating the time measured by the clock unit 13T (for example, the time represented by the year, month, day, hour and minute) may be stored in the storage unit 13A as required (arrow 270). The time measured by the clock unit 13T may be input to functions such as the balancing determination unit 13C and the parking lot determination unit 13E instead of or in addition to being stored in the storage unit 13A.

The SOC estimation unit 13B specifies a battery current measured by a current sensor (not shown) provided in the battery block 11A (arrow 202). Further, the SOC estimation unit 13B reads the full charge capacity and the SOC initial value from the storage unit 13A (arrow 203). The SOC estimation unit 13B calculates the SOC based on the battery current, the full charge capacity, and the SOC initial value, and outputs the calculated SOC to the drive control unit 13F (arrow 204). The calculation formula of SOC is as shown in equation 1.

Here, SOC ₀ is an SOC initial value, I is a battery current, and Qmax is a full charge capacity of a battery (battery block 11A).

  The balancing determination unit 13C specifies the voltage (hereinafter, cell voltage) of each battery cell (arrow 205), reads the SOC-OCV table from the storage unit 13A (arrow 206), and calculates each cell voltage and the SOC-OCV table. Based on the determination, it is determined whether to perform balancing control to equalize the cell voltage. If the determination result is true, the balancing determining unit 13C transmits the balancing target voltage to the cell controller 11B (arrow 207). In the first embodiment, the cell controller 11B is written as one block for the sake of simplicity. However, since a large number of cell controllers 11B are often mounted in an actual large-scale storage device 11, control is performed once. The cell voltages acquired respectively by the plurality of cell controllers 11B in the device 13 are collected, and the balancing target voltage is defined and transmitted to each cell controller 11B, thereby achieving capacity equalization of all the battery cells in the battery block 11A. be able to.

  FIG. 3 is a flowchart showing a flow of control processing of the balancing determination unit according to the first embodiment of the present invention.

  First, the balancing determination unit 13C receives cell voltages of all battery cells from the cell controller 11B (S101).

  Next, the balancing determination unit 13C determines in S102 to S104 whether a condition suitable for performing balancing is satisfied. In the determination (S106 to be described later) whether or not to execute balancing control, for example, variation in SOC is determined using the characteristic that the SOC monotonously increases with respect to OCV (voltage when the battery cell is in the open state) . Therefore, it is desirable to determine the balancing control before turning on the high voltage relay whose circuit is open at startup, and after a predetermined time (for example, several hours) has passed since the last system stop whose polarization effect is considered to be small. It is best to do. Therefore, in S102, the balancing determination unit 13C determines whether or not the high voltage relay has been turned on at startup. If the determination result in S102 is true, the balancing determination unit 13C determines in S103 whether the elapsed time since the previous system stop is P time (P> 0, for example, P = 3) or more. If the determination result in S103 is true, the balancing determination unit 13C determines in S104 whether the parking lot flag (Fst) is "1" (designated parking lot). Fst is input from the stop determination unit 13E (arrow 211 in FIG. 2). If the determination result in S104 is true, the process proceeds to S105 because the evaluation is that the condition suitable for performing the balancing is satisfied. When at least one determination result of S102 to S104 is false, the process proceeds to S108.

  In S105, the balancing determination unit 13C determines whether to execute balancing control. In S105, the balancing determination unit 13C reads the SOC-OCV table from the storage unit 13A, and converts the highest value and the lowest value of the cell voltages of all the battery cells into the cell SOC. FIG. 4 is a diagram showing an example of the SOC-OCV table according to the first embodiment of the present invention. FIG. 4 is a view showing an example of an SOC-OCV table showing SOC-OCV characteristics of a lithium ion battery using a storage battery as a positive electrode and a ternary system as a positive electrode and amorphous carbon as a negative electrode. Assuming that the maximum value and the minimum value of the cell voltages of all the battery cells are 3.78 V and 3.60 V, respectively, the maximum value and the minimum value of the cell SOCs of all the battery cells are 65% and 50%, respectively.

  Next, as shown in FIG. 3, in S106, the balancing determination unit 13C determines whether the difference between the cell SOC maximum value and the cell SOC minimum value (cell SOC difference) is Q% (Q> 0, eg, Q = 10) or more. judge. If the determination result in S106 is true, the process proceeds to S107 because the state is that balancing control should be performed. If the determination result in S106 is false, the process proceeds to S108.

  In S107, the balancing determination unit 13C sets the minimum value of the cell voltages of all the battery cells as the balancing target voltage.

  On the other hand, in S108, the balancing determination unit 13C sets “−1” (invalid value) as the balancing target voltage because the condition unsuitable for performing the balancing control is satisfied.

  Finally, the balancing determination unit 13C transmits the balancing target voltage set in S107 or S108 to the cell controller 11B (S109).

  The cell controller 11B uses the balancing switch (not shown) and the discharge resistor (not shown) mounted on the substrate of the cell controller 11B based on the balancing target voltage received from the balancing determination unit 13C. Equalize the SOC of the cell.

  FIG. 5 is a flowchart showing a flow of control processing of the cell controller according to the first embodiment of the present invention.

  At S201, the cell controller 11B receives the balancing target voltage from the balancing determination unit 13C. In S202, when the balancing target voltage is “−1” (invalid value), the cell controller 11B ends the control without performing the capacity adjustment. On the other hand, when the balancing target voltage is not “−1” (invalid value) in S202, the process proceeds to S203. The cell controller 11B holds the SOC-OCV table in a memory (not shown) as in the storage unit 13A, and in S203, refers to the SOC-OCV table to determine each cell voltage and each balancing target voltage for each cell SOC. , Convert to balancing target SOC. Next, in S204, the cell controller 11B calculates ΔSOC (the difference between the cell SOC and the balancing target SOC) for each battery cell, and calculates the necessary discharge time from the ΔSOC, the full charge capacity, and the capacity adjustment current. Here, the “capacity adjustment current” is a current value applied to the discharge resistor when the balancing switch mounted on the substrate of the cell controller 11B is turned “ON”. Finally, in S205, the cell controller 11B equalizes the capacities of the respective battery cells by setting the balancing switches to "ON" for the necessary discharge time for each battery cell.

FIG. 6 is a diagram for explaining calculation of the required discharge time of the battery cell according to the first embodiment of the present invention. Assuming that the battery cells managed by the cell controller 11B are cells 1 to 7 (seven battery cells No. 1 to No. 7) and the balancing target SOC is 50% of the cell 5, the required discharge of the cell 2 Time is taken as an example. Here, the full charge capacity of the battery cell is 10 Ah, and the capacity adjustment current of the cell controller 11B is 50 mA. First, since the cell SOC of the cell 2 is 65%, the ΔSOC of the cell 2 is 15%. From this, the formula for calculating the discharge capacity (hereinafter referred to as required discharge capacity) required to set the cell 2 as the balancing target SOC is as shown in Formula 2.

In Equation 2, the required discharge capacity of the cell 2 is 1,500 mAh based on the full charge capacity of 10 Ah and ΔSOC of 15% (necessary discharge capacity = 10 Ah (full charge capacity) × 0.15 (ΔSOC) = 1.5 Ah = 1, 500 mAh). Further, from the required discharge capacity, the formula for calculating the “ON” continuation time (hereinafter referred to as required discharge time) of the balancing switch necessary to achieve the balancing target SOC is as shown in Equation 3.

  The required discharge time of the cell 2 is 30 hours based on the required discharge capacity of 1,500 mAh and the capacity adjustment current of 50 mA in Equation 3. (Required discharge time = 1,500 mAh (required discharge capacity) ÷ 50 mA (capacity adjustment current) = 30 h ). Similarly, the required discharge time is calculated for each battery cell, and the balancing switch is turned “ON” for this time to achieve capacity equalization of all the battery cells in the battery block 11A.

  In FIG. 4, the SOC-OCV table of a lithium ion battery using a ternary system for the positive electrode and amorphous carbon for the negative electrode was taken as an example. However, the SOC-OCV characteristics change depending on the battery type and the combination of the material of the positive electrode and the negative electrode.

  FIG. 7 is a view showing an example of an SOC-OCV table showing SOC-OCV characteristics of a lithium ion battery in which amorphous carbon or graphite is applied to the negative electrode according to the first embodiment of the present invention. In FIG. 7, in the case of a lithium ion battery (broken line 701) in which amorphous carbon is applied to the negative electrode, the inclination (| ΔOCV / ΔSOC |) of SOC with respect to OCV is large in any SOC region. On the other hand, in the case of a lithium ion battery (solid line 702) in which graphite is applied to the negative electrode, | ΔOCV / ΔSOC | is relatively small particularly in the region of SOC 20 to 60% (hereinafter referred to as center SOC region) 700 (negative electrode is the negative electrode (Compared to | ΔOCV / ΔSOC | at the SOC region near the center of a lithium ion battery to which amorphous carbon is applied). This feature is similar to a lithium ion battery, a lead battery, and a nickel hydrogen battery of which the negative electrode is lithium titanate. When the storage battery 11 adopts such a storage battery in which | ΔOCV / ΔSOC | is relatively small (a slight OCV measurement error will result in a large difference in SOC value) with respect to the SOC range within a certain range The accuracy of the balancing control may be significantly degraded.

  FIG. 8 is a diagram showing the relationship between the OCV and the SOC when the voltage sensor according to the first embodiment of the present invention includes a measurement error. Reference numeral 800A indicates an SOC-OCV table for a lithium ion battery in which amorphous carbon is applied to the negative electrode. Reference numeral 800B indicates an SOC-OCV table for a lithium ion battery in which graphite is applied to the negative electrode.

  When measuring a cell voltage with a voltage sensor or a cell monitoring IC (Integrated Circuit), a measurement error of several millivolts to several tens of millivolts is superimposed on the measured value due to the influence of the offset error, gain error and quantization error of the sensor. Although this measurement error varies depending on the sensor, it is difficult to apply an accurate voltage sensor because it is necessary to measure the cell voltage of all battery cells in the battery block, and an error of several tens of mV is usually It is included in the measurement value. In FIG. 8, the case where the measurement error of this voltage sensor is 20 mV is taken as an example, and in the case where the negative electrode is amorphous carbon and graphite, the fact that the cell voltage is converted to cell SOC by referring to the SOC-OCV table is shown. Show.

  First, according to the table 800A, when the negative electrode is amorphous carbon, the cell SOC corresponding to the cell voltages of 3.60 V (true value) and 3.62 V (including voltage measurement error) is 50% (true value). And 51% (including voltage measurement error), and the error of the SOC based on the voltage measurement error (hereinafter referred to as SOC error) is 1%. On the other hand, according to Table 800B, when the negative electrode is graphite, the cell SOC corresponding to the cell voltages of 3.60 V (true value) and 3.62 V (including voltage measurement error) is 40% (true value) and 55%, respectively. (Including voltage measurement error), the SOC error is 15%, which is considerably larger than when the negative electrode is amorphous carbon. Therefore, when the negative electrode is a graphite, if the balancing determination is performed in a region where | ΔOCV / ΔSOC | of small SOC 20 to 60% is small, the cell SOC of each battery cell includes a very large SOC error. It is not possible to equalize SOC accurately.

  Therefore, possibility of performing balancing control using station code determination unit 13D, stop determination unit 13E, threshold determination unit 13Y and charge / discharge control unit 13X (drive control unit 13F and accessory control unit 13G) shown in FIG. An inexpensive voltage sensor that does not have high measurement accuracy by setting the SOC of the battery block 11A to 60% or more of the above-mentioned center SOC region or more or the minimum SOC 20% or less while stopping at a specific stop of the Even in the cell monitoring IC, the SOC can be accurately equalized. A method of realizing the control will be described below based on the functional configuration of the control device shown in FIG.

  The station code determination unit 13D integrates the vehicle speed received from the speed generator (not shown) attached to the wheelset 8 (arrow 208), and calculates the travel distance. Then, the station code determination unit 13D reads the travel distance-station code correspondence table from the storage unit 13A (arrow 209), and stops based on the integrated travel distance and the read travel distance-station code correspondence table. Identify the station code of.

  FIG. 9 is an example showing a relationship between a stop and a station code, a distance between stations, and a travel route according to the first embodiment of the present invention. There are Station A, Station B, Station C, Station D, Station E, Station F, and a train station in the section of the route, and the station code is “1”, “2”, “3”, “4”, It is assigned "5", "6", and "7". The traveling route is a route leaving A station, returning at F station, returning at A station again, and traveling to the car base.

  FIG. 10 is a view showing an example of a travel distance-station code table according to the first embodiment of the present invention.

  The travel distance-station code correspondence table 1000 receives a travel distance x that is updated as needed during travel of a rail car and outputs a station code corresponding to the travel distance x. For example, when the measured value of the traveling distance exceeds 10 km, the outputted station code is switched from 1 (A station) to 2 (B station). This makes it possible to identify where the railway vehicle is located.

  In the first embodiment, the position of the railway vehicle is identified based on the traveling distance, but the position information transmitted from the ground element installed on the track is received by the on-board child of the railway vehicle, Position information may be acquired.

  As shown in FIG. 2, the stop determination unit 13E receives the station code from the station code determination unit 13D (arrow 210), reads the station code-stop correspondence table from the storage unit 13A (arrow 230), and receives the station code And based on the read station code-stop correspondence table, it is determined whether the place being traveled or stopped is the place specified in advance.

  FIG. 11 is a diagram showing an example of a station code-stop correspondence table according to the first embodiment of the present invention.

  The station code-stop correspondence table 1100 receives a station code and outputs a stop flag (Fst) corresponding to the station code. In the first embodiment, Fst is “1” for stations A and F at turnaround stations, and stations of the return station, which are highly likely to perform stop and start operations of the system serving as an implementation condition of balancing control. For the place of Fst is "0". The station code corresponding to Fst "1" corresponds to the station code of the stop designated in advance.

  Threshold determination unit 13Y shown in FIG. 2 receives Fst as a determination result from stop determination unit 13E (arrow 212), and when Fst is “1”, at least one of SOC thresholds 1 and 2 in storage unit 13A. Change one (arrow 213). The drive control unit 13F receives the SOC from the SOC estimation unit 13B (arrow 204), receives Fst as a determination result from the stop determination unit 13E (arrow 214), the command value correspondence table from the storage unit 13A, SOC The threshold values 1 and 2 and the like are read (arrow 215), an operation command or a system stop signal is received from the cab 12 (arrow 216), and the vehicle speed is received from the wheelset 8 (arrow 217). The drive control unit 13F generates a control command value (notch command value) for the engine 2 based on the received information, the read information, etc., and transmits it to the engine 2 (arrow 218). The generated power command value is generated and transmitted to the converter 4 (arrow 219), or a command value (output command value) for the motor inverter 5 is generated and sent to the motor inverter 5 (arrow 220).

  FIG. 12 is an explanatory diagram of operation mode determination according to the first embodiment of the present invention.

  The operation mode is a mode determination for selecting an engine notch command, and is classified into four modes based on the vehicle speed and the SOC. If a storage battery such as a lithium ion battery is used at an SOC of around 100% or 0%, deterioration tends to accelerate. Therefore, the use range of SOC recommended by the storage battery manufacturer (hereinafter referred to as SOC recommended use range) is specified ing. Mode A and Mode B are mode selection within this SOC recommended use range. It is assumed that mode A is selected when the vehicle speed is close to a stop less than 10 km, and mode B is selected when the vehicle speed is 10 km or more. On the other hand, when it is out of the SOC recommended use range, the mode is selected by the SOC regardless of the vehicle speed. Mode C is selected when SOC is larger than SOC threshold 1 (90%) which is upper limit of use SOC, and mode D is selected when SOC is lower than SOC threshold 2 (10%) which is lower limit of use SOC . Next, the drive control unit 13F generates an engine notch command value based on the operation mode and the operation command.

  FIG. 13 is a diagram showing an example of a command value correspondence table according to the first embodiment of the present invention.

  In the first embodiment, in order to simplify the description, the operation command is “1” (power running), “2” (regeneration), “3” (overrun), “4” (suppression), “5” (stop) However, operation commands such as constant speed operation may be added. Based on the operation mode determined based on FIG. 12 and the operation command received from the cab 12, the drive control unit 13F sets an engine notch command value with reference to the correspondence table 1300 of FIG. In addition, the engine notch command values are 5 for “1” (engine 1N), “2” (engine 2N), “3” (engine 3N), “4” (idle up power generation), and “5” (engine stop) Make it a stage.

  Here, the operation at each engine notch command value will be described.

  When the engine notch command value is any of “1” (engine 1N), “2” (engine 2N), and “3” (engine 3N), the drive control unit 13F respectively generates the engine output and the generator load output. The engine 2 is controlled to be a balance point. When the engine notch command value is "4" (idle up power generation), the drive control unit 13F controls the engine 2 so that the engine 2 is stabilized at a rotational speed (for example, 800 rpm) at idle up. When the engine notch command value is "5" (engine stop), the drive control unit 13F completely stops the fuel supply to the engine 2 and stops the engine rotation itself. Here, basically, the engine notch command value is uniquely determined by the driving command and the operation mode, but in the present embodiment, only in the case where it is assumed that the operation mode is mode A and the driving command is 5 (stopping). A specification is adopted in which 4 "(idle up power generation) and" 5 "(engine stop) are switched based on the SOC.

  FIG. 14 is a diagram showing the correspondence between the engine notch command value and the converter generated power command value according to the first embodiment of the present invention.

  Normally, in a region where the engine rotational speed is above a certain level, cooperative control of the engine 2 and the converter 4 is performed to control the converter generated power command value steplessly, but in the first embodiment, converter power generation is performed for simplification. The power command value is set to a constant value with respect to the engine notch command value.

  FIG. 15 is an explanatory diagram of calculation of the operation command and the inverter command value according to the first embodiment of the present invention. Here, also for the inverter command value, in order to simplify the description, it is not a stepless value but each has a fixed value. The inverter command value has a polarity such that the storage battery is discharged when the value is positive, and the storage battery is charged when the value is negative. Here, basically, the engine notch command value is uniquely determined by the operation command and the operation mode, but the SOC of -30 kW and 30 kW is assumed only when assuming that the operation mode is mode A and the operation command is 5 (stop) during stop. The specifications are switched based on.

  FIG. 16 is an explanatory view of switching of the engine notch command value while the vehicle is stopped according to the first embodiment of the present invention.

  As mentioned above, SOC thresholds 1 and 2 exist. When the SOC is equal to or higher than SOC threshold 1, charge / discharge control unit 13X forcibly discharges power storage device 11. The SOC threshold 2 is set lower than the SOC threshold 1. When the SOC is equal to or less than SOC threshold 2, charge / discharge control unit 13X forcibly charges power storage device 11.

  In the case of the first embodiment, the SOC threshold 1 is set to a fixed value 90% regardless of Fst.

  On the other hand, SOC threshold 2 is 45% in the case of Fst "0", and in the case of Fst "1", the threshold value determination unit 13Y has a value higher than Fst "0", for example, the highest value 60 in the central SOC region. And%.

  Further, when switching the command value (engine notch command value), the operation of the engine 2 can be stabilized by setting a hysteresis range of a predetermined range (for example, 10%) in the SOC as shown in the figure.

  When a door open / close command or a system stop signal is received from the cab 12 (arrow 221), the accessory control unit 13G shown in FIG. 2 calculates the power necessary for the door open / close. The accessory control unit 13G also calculates the motive power necessary for the air conditioner from the in-vehicle temperature from the temperature sensor (not shown) installed in the railway vehicle. Then, the accessory control unit 13G calculates an accessory output command value for the accessory from the door opening / closing and power necessary for the air conditioner, and transmits the command value to the inverter 9 for the accessory (arrow 222). The accessory control unit 13G may receive at least one of the SOC thresholds 1 and 2 or the SOC or Fst from the drive control unit 13F (arrow 283). Instead, accessory control unit 13G reads at least one of SOC threshold values 1 and 2 from storage unit 13A, receives SOC from SOC estimation unit 13B, receives Fst from stop determination unit 13E, etc. May be For example, the accessory control unit 13G may discharge the power storage device 11 by operating the accessory 10 when the SOC is equal to or higher than the SOC threshold 1. Thus, by operating the accessory 10, forced discharge is possible.

  FIG. 17 is a diagram showing an example of transition of SOC of the power storage device 11 mounted on a hybrid railway vehicle which is an example of a railway vehicle according to the first embodiment of the present invention.

  After the elapsed time of 0 to 15 minutes, 22 to 42 minutes, and 252 minutes, the vehicle is traveling. Immediately after leaving the station, the SOC decreases because the power assist operation by the engine assist is performed. Just before arrival at the station, the SOC rises because the motor 6 is used as a generator to perform regeneration.

  In the elapsed time of 15 to 22 minutes and 42 to 252 minutes, the vehicle is at a stop. Since the elapsed time is 15 to 22 minutes, the stopping time is short at station E, so there is little possibility to stop and start the system that is the condition for implementing balancing control. The SOC threshold 2 is maintained at 45%. As a result, when the drive control unit 13F detects that the SOC is less than 45% while the vehicle is stopped, the engine 2 is idled up to perform idle up charging. As a result, the SOC rises. When the SOC exceeds 55% (45% + 10% (hysteresis range)), the engine 2 is stopped by the drive control unit 13F, and only the power supply to the accessory 10 is performed, so the SOC decreases. Therefore, while the vehicle is at a standstill, the SOC moves between 45% and 55%.

  In general, high-power lithium-ion batteries mounted on hybrid vehicles are designed to be optimal near the center (50%) of the SOC range so that high output can be obtained on both the charge and discharge sides. Therefore, in the high SOC region or the low SOC region, deterioration due to charge and discharge cycles and deterioration over time tend to be larger than in the case of the center of the SOC range. In addition, if the battery is rapidly charged to a high SOC area at a station with a short stop time, the battery temperature may be high, and engine assist immediately after leaving the station may not be sufficient. Therefore, in the normal station corresponding to Fst "0", the SOC range to be used is maintained near the center of 45% to 55%.

  On the other hand, since the elapsed time 42 to 252 minutes is stopped at station F, which has a long stop time, there is a high possibility of performing stop and start operations of the system serving as the implementation condition of balancing control. Is set to "1", and therefore, the SOC threshold 2 is set to 60% higher than the normal threshold (40%) by the threshold determination unit 13Y. Therefore, when the drive control unit 13F detects that the SOC is less than 60% while the vehicle is stopped, the idle-up charging is performed until the SOC reaches 70% (60% + 10% (hysteresis range)) (reference numeral 1700). reference). As a result, forced charging is performed in the case of a hybrid vehicle, and while the vehicle is stopped, the SOC moves from 60% to 70% (60% + 10% (hysteresis range)). As a result, the SOC will be 60% or more regardless of the timing at which the vehicle is stopped. Therefore, SOC at the time of balancing control at system startup should be 60% or more (that is, depending on the type of storage battery, | ΔOCV / ΔSOC | is relatively small compared to the maximum value of the SOC area (the SOC area near the center)). As a result, the determination of the balancing control can be made with high accuracy. In FIG. 17, the system is activated and balancing control is performed at an elapsed time of 240 minutes (see reference numeral 1701).

With the above control, the determination of the balancing control can be performed with high accuracy while maintaining the engine assist performance immediately after leaving the station and suppressing the deterioration as compared with the case where the SOC while stopping the vehicle is always near the center of the SOC range. it can.
Second Embodiment

  In the second embodiment, the threshold value determination unit 13Y always uses the SOC use range (for example, SOC) which is always stopped (when Fst "1" is input while the vehicle is stopped) when the place where the vehicle is stopped is a designated stop in advance. Instead of setting the threshold 2) high, the SOC use range is set high when the stop location is a previously specified stop and the system stop (typically, engine stop) is input.

  FIG. 18 is a time chart before and after the input of the system stop signal according to the second embodiment of the present invention.

  Normally, after the system stop signal received from the driver's cab 12 is switched from "0" (active) to "1" (stop), the drive control unit 13F immediately stops the engine 2. In the second embodiment, the threshold determination unit 13Y raises the SOC threshold 2 to 60% when the stop location is a designated stop in advance and the system stop is input. Thus, the drive control unit 13F continues the idle-up charging of the engine 2 until the SOC reaches 60% even after the system stop input, and charges the power storage device 11 (see reference numeral 1800).

  FIG. 19 is a diagram showing an example of transition of SOC of a power storage device mounted on a hybrid railway vehicle, which is an example of a railcar according to a second embodiment of the present invention.

  In the first embodiment, the SOC threshold 2 is changed from 45% to 60% after arrival at station F (around 42 minutes), and therefore, the SOC is charged to 70% in idle-up charging. In the second embodiment, the SOC threshold 2 is not changed if the system stop signal does not become “1” (stop) even after arrival at the F station, and therefore the SOC use range is maintained at 45 to 55%. Then, at the timing when the system stop signal becomes “1” (stop) after arrival at station F, the threshold determination unit 13Y changes the SOC threshold 2 to 60%. Therefore, the drive control unit 13F has an SOC of 60. The storage device 11 is charged to a percentage (or 70% plus a hysteresis range of 10%) (see reference numeral 1900), and then the system is completely shut down.

  According to the above control, in the first embodiment, the SOC use range is always increased at a station where there is a high possibility of stopping and starting the system, but in the second embodiment, the SOC is used only when the system is actually stopped. Use range is raised. For this reason, it is possible to perform the determination of the balancing control with high accuracy while further enhancing the effect of the deterioration suppression.

The configuration of the other second embodiment is the same as the configuration of the above-described first embodiment, and redundant description is omitted.
Third Embodiment

  In the third embodiment, in addition to the station code, operation information and time are used to determine the stop. It generate | occur | produces by individual differences, such as a self-discharge amount of a battery cell. It is rare that the SOC varies by more than 10% in a few hours, and it can be considered sufficient if the balancing control determination is usually performed about once a day. However, in the first embodiment, the SOC use range is always increased at a station (one example of a stop site designated in advance) which is highly likely to perform the stop and start operations of the system. Therefore, in the third embodiment, the stop determination unit 13E identifies the final stop for each day, and sets the SOC use range (for example, SOC threshold 2) high only when the stop location is the final stop.

  FIG. 20 is a diagram showing an example of a method of operating a railcar according to a second embodiment of the present invention.

  Usually, in railway operation, since a plurality of railway cars travel simultaneously between one route, an operation pattern is assigned to each formation and rotation is performed to operate the entire route. In the third embodiment, a case of using a train of three trains will be described as an example. The first train car leaves station A and returns at station F, then turns back again at station A and anchors at the car base (operation 1). The second railway train leaves the train base and makes two round trips between Station F and Station A, and anchors at Station F (Operation 2). The third train car leaves station F and returns at station A, and then returns again at station F and stops at station A (operation 3). As described above, the vehicle management of the entire route is performed by assigning and rotating operation patterns for each formation. In order to perform vehicle management of the whole route by rotating in this manner, the final stop (an example of a stop designated in advance) to be anchored differs for each operation. Therefore, the stop determination unit 13E uses operation information (for example, information indicating an operation pattern (for example, a start station, a turnaround station, a final stop station, and a time at at least one station (for example, the final stop station)). The final stop is identified based on the date and time information (for example, information indicating the current time).

  FIG. 21 is a diagram showing a functional configuration of a control device according to a third embodiment of the present invention.

  The difference from the first embodiment is, for example, mainly the addition of the operation number determination unit 13H, the reading of the date and time information and the operation information from the storage unit 13A with the stop determination unit 13E (arrow 231), the stop determination unit 13E Is receiving the operation number from the operation number determination unit 13H (arrow 232).

  The operation number determination unit 13H holds a counter (not shown) that outputs the operation number. The operation number determination unit 13H reads date and time information from the storage unit 13A (arrow 233), and based on the read date and time information (for example, when crossing a predetermined time such as 3 am, etc.), the operation number of the counter Is incremented (if the operation number before processing is the upper limit value, the processing is returned to 1). In this way, the operation number determination unit 13H determines the adopted operation of the plurality of operations. For example, assume that there are "1", "2" and "3" as operation numbers. The operation number determination unit 13H selects “2” when the operation number before processing is “1” when the system is started at the first train station, and “3” when the operation number before processing is “2”. If the operation number before the process is "3", they are updated to "1".

  FIG. 22 is a diagram showing an example of an operation pattern according to the third embodiment of the present invention.

  The stand determination unit 13E determines, based on the operation number and the date and time information, whether the stopped place is the final stop corresponding to the adopted operation. In the third embodiment, the case of operation 3 (operation corresponding to the operation number "3") will be described as an example. In the case of operation 3 (see FIG. 20), the final stop is station A of station code "1". In the first embodiment, Fst is always “1” when the stop location is the A station. On the other hand, in the third embodiment, on the basis of the estimated arrival time at the final stop 23:30 (information corresponding to the operation 3 in the operation information), the stop determination unit 13E has, for example, 23:00 to 24:24 In the case where the time in 00 is indicated and the received station code is "1", Fst is output as "1" (see reference numeral 2200).

  According to the above control, in the first embodiment, the SOC use range is always increased at the station where the possibility of stopping and starting the system is high. However, in the third embodiment, the SOC use only in a more limited situation such as the final stop. Range is raised. For this reason, it is possible to perform the determination of the balancing control with high accuracy while further enhancing the effect of the deterioration suppression.

The configuration of the other third embodiment is the same as the configuration of the above-described first embodiment, and redundant description is omitted.
Fourth Embodiment

  In the fourth embodiment, in addition to the station code, a case where operation information and a counter that counts up every time the station arrives is used for determination of a stop will be described.

  FIG. 23 is a view showing an example of a station code-stop correspondence table according to the fourth embodiment of the present invention.

  According to the station code-stop correspondence table 2300 according to the fourth embodiment, a stop, a station code, and an Fst are recorded for each station counter.

  In the fourth embodiment, the stop determination unit 13E holds a station counter that counts up each time a station arrives. The stop determination unit 13E sets "1" at the first departure station as a station counter, and increments the station counter every time the station arrives. In the fourth embodiment, the case of operation 3 will be described as an example. In the case of operation 3 (see FIG. 20), the final stop is the 16th stop and is the A station of the station code "1". Therefore, in order to increase the SOC usage range only at the final stop, when the station counter is "1" to "15", the stop determination unit 13E outputs Fst "0" and the station counter is "16". In this case, the stop determination unit 13E may output Fst "1".

  According to the above control, in the first embodiment, the SOC use range is always increased at the station where the possibility of stopping and starting the system is high, but in the fourth embodiment, the SOC use is only in a more limited situation such as the final stop. Range is raised. For this reason, it is possible to perform the determination of the balancing with high accuracy while further enhancing the effect of suppressing the deterioration.

The configuration of the other fourth embodiment is the same as the configuration of the above-described first embodiment, and redundant description is omitted.
Fifth Embodiment

  In the fifth embodiment, the railway vehicle is not a hybrid diesel vehicle, but is a railway vehicle equipped with a light load regeneration system that stores regenerative electric power in a storage device when light load is low and the railway vehicle running is small (that is, light load regeneration system train ).

  FIG. 24 is a diagram showing a system configuration of a drive system according to a fifth embodiment of the present invention. Drive system 1B is a drive system for rail cars when light load regenerative system trains are assumed.

  The drive system 1B does not have the engine 2, the generator 3 and the converter 4, but has a current collector 14 and a buck-boost chopper 15. The drive system 1B manages the energy flow of the entire drive system 1B by controlling the outputs of the motor inverter 5, the auxiliary machine inverter 9, and the buck-boost chopper 15.

  FIG. 25 is a diagram showing a functional configuration of a control device according to a fifth embodiment of the present invention.

  The control device 13 controls the supplied power obtained from the shaft torque of the engine 2 which is the energy supply source based on the generated power command value of the converter 4 in the hybrid electric vehicle, but the control device 13 in the light load regenerative system train. Controls the electric power supplied from the overhead wire (not shown) connected to the current collector 14 which is the energy supply source based on the buck-boost chopper output command value of the buck-boost chopper 15 (arrow 250).

  FIG. 26 is an explanatory diagram of the switching of the overhead wire supply power command value during stop according to the fifth embodiment of the present invention. In addition, in FIG. 26, command value (overhead wire supply electric power command value) "4" means charge by overhead wire supply electric power. The command value "5" means stop of charging by overhead wire supply power. The command value "6" means the forced charging by increasing the overhead wire supply power (mode D).

  In the area of mode A where the vehicle speed is 10 km / h or less within the SOC recommended use range, in a light load regenerative system train, the charge / discharge control unit 13X charges when the SOC becomes equal to or higher than the SOC threshold 1 Lowers the SOC by operating the auxiliary machine 10 while stopping the When the SOC is less than SOC threshold 2 (10%) (when the state is mode D), the charge / discharge control unit 13X forcibly charges the battery block 11A by increasing the overhead wire supply power.

  In the case of the fifth embodiment, the SOC threshold value 2 has a fixed value of 10% regardless of Fst.

  On the other hand, SOC threshold 1 is 55% in the case of Fst "0", and in the case of Fst "1", the threshold value determination unit 13Y has a value lower than Fst "0", for example, the lowest value 20 of the SOC area near the center. And%.

  Further, when switching over the overhead wire supply power command value, the vehicle operation is stabilized by setting a hysteresis range of a predetermined range (for example, 10%) in the SOC as shown in the figure.

  FIG. 27 shows an example of transition of SOC of the power storage device mounted on the light load regenerative system train according to the fifth embodiment of the present invention.

  After the elapsed time of 0 to 15 minutes, 22 to 42 minutes, and 252 minutes, the vehicle is traveling.

  In the elapsed time of 15 to 22 minutes and 42 to 252 minutes, the vehicle is at a stop. Since the elapsed time of 15 to 22 minutes is at a stop at station E, which has a short stop time, Fst is set to “0” because it is unlikely to stop and start the system that is the condition for implementing balancing control. Therefore, SOC threshold 1 is maintained at 55%. Thereby, while the vehicle is stopped, the drive control unit 13F stops the charging by the overhead wire supply power when the SOC exceeds 55%. As a result, the SOC decreases to operate the accessory 10. When the SOC falls below 45% (55% to 10% (hysteresis range)), the drive control unit 13F restarts charging by the overhead wire supply power, and thus the SOC increases. Therefore, while the vehicle is at a standstill, the SOC moves between 45% and 55%.

  On the other hand, since the elapsed time 42 to 252 minutes is stopped at station F, which has a long stop time, there is a high possibility of performing stop and start operations of the system serving as the implementation condition of balancing control. Is set to "1", and therefore, the SOC threshold 1 is set to 20% lower than the normal threshold (55%) by the threshold determination unit 13Y. As a result, forced discharge is performed in the case of a light load regenerative system train (see reference numeral 2700), and while the vehicle is stopped, the SOC moves between 10% (20%-10% (hysteresis range))-20% It becomes. As a result, regardless of the timing at which the vehicle is stopped, the SOC is 20% or less. For this reason, the SOC during balancing control at system startup should be 20% or less (that is, depending on the type of storage battery, | ΔOCV / ΔSOC | is smaller than the minimum value of the relatively small SOC area (the SOC area near the center)). As a result, the determination of the balancing control can be made with high accuracy.

  According to the above control, it is possible to perform the determination of the balancing with high accuracy while suppressing the deterioration as compared with the case where the SOC while the vehicle is stopped is always in the vicinity of the center of the SOC range.

The configuration of the other fifth embodiment is the same as the configuration of the above-described first embodiment, and the redundant description is omitted.
Sixth Embodiment

  In the sixth embodiment, the threshold value determination unit 13Y always uses the SOC usage range (for example, SOC) which is always stopped (when Fst "1" is input while the vehicle is stopped) (when Fst "1" is input while the vehicle is stopped). Instead of setting the threshold 1) low, the SOC use range is set low when the stop location is a previously specified stop and the system stop is input.

  FIG. 28 is a time chart before and after the input of the system stop signal according to the sixth embodiment of the present invention.

  Normally, after the system stop signal received from the driver's cab 12 is switched from "0" (active) to "1" (stop), the accessory control unit 13G immediately stops the accessory 10. In the sixth embodiment, the threshold determination unit 13Y lowers the SOC threshold 1 to 20% when the place where the vehicle is stopping is a designated stop in advance and the system stop is input. As a result, accessory control unit 13G continues using accessory 10 and discharges power storage device 11 (see reference numeral 2800) until the SOC reaches 20% even after a system stop input.

  FIG. 29 shows an example of transition of SOC of the power storage device mounted on the light load regenerative system train according to the sixth embodiment of the present invention.

  In the fifth embodiment, SOC threshold 1 is changed from 55% to 20% after arrival at station F (around 42 minutes), and therefore, charging is stopped until the SOC reaches 10% by stopping charging by overhead wire supply power. Ru. In the sixth embodiment, the threshold value determination unit 13Y changes the SOC threshold value 2 to 20% at the timing when the system stop signal becomes “1” (stop) after arrival at station F. Therefore, the accessory control unit 13G Discharge until the SOC reaches 20% (or 10% minus the hysteresis range 10%) (see reference numeral 2900) and then completely shut down the system.

  According to the above control, in the fifth embodiment, the SOC use range is always lowered at a station where there is a high possibility of stopping and starting the system, but in the sixth embodiment, the SOC is only performed when the system is actually stopped. Use range is lowered. For this reason, it is possible to perform the determination of the balancing control with high accuracy while further enhancing the effect of the deterioration suppression.

  The configuration of the other sixth embodiment is the same as the configuration of the fifth embodiment described above, and the redundant description is omitted.

  The present invention is not limited to the above-described embodiments, but includes various modifications. For example, the above-described embodiments are described in detail in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the configurations. Further, part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment. Moreover, it is possible to add, delete, and replace other configurations for part of the configurations of the respective embodiments. Specifically, for example, the present invention can be applied to other types of vehicles (for example, buses) traveling on a predetermined route, such as railway vehicles, as vehicles other than railway vehicles. In addition, any two or more of the first to sixth embodiments may be combined. For example, when the viewpoint of the third or fourth embodiment is applied to a light load regenerative system train, the SOC use range is lowered only in a more limited situation such as the final stop (for example, the SOC threshold 1 is lowered) .

DESCRIPTION OF SYMBOLS 1A, 1B ... Drive system for rail vehicles, 2 ... Engine, 3 ... Generator, 4 ... Converter, 5 ... Inverter for motor, 6 ... Motor, 7 ... Reduction gear, 8 ... Wheel axle, 9 ... Inverter for auxiliary machine, 10. ... auxiliary machine, 11 ... storage device, 12 ... cab, 13 ... control device, 13A ... storage unit, 13B ... SOC estimation unit, 13C ... balancing determination unit, 13D ... station code determination unit, 13E ... stop determination unit, 13X ... Charge / discharge control unit, 13 Y ... Threshold determination unit

Claims (15)

In a control device configured to control charging and discharging of a power storage device provided with a railway vehicle, the control device comprising a plurality of storage batteries,
The electric storage device is discharged when the charging rate of the electric storage device is equal to or higher than a first threshold, and the electric storage device is charged when the charging rate of the electric storage device is lower than a second threshold (second threshold <first threshold). Charge and discharge control unit,
A stop determination unit that performs stop determination on whether the place where the vehicle is stopping is a previously specified stop when the railway vehicle is stopping;
A control apparatus comprising: a threshold value determination unit configured to change at least one of the first threshold value and the second threshold value when the result of the stop determination is true. In the control device according to claim 1,
The control device is characterized in that the station determination is a station code of the place where the vehicle is parked among station codes respectively assigned to a plurality of stations is the station code of the station specified in advance. In the control device according to claim 2,
A stop is designated in advance for each of the multiple operations,
The station code of the stopped place is a station code of a place estimated for the adopted operation from the operation information indicating the relationship between the station and the time for each of the plurality of operations, and the current time,
The control device is characterized in that the stop determination is determination as to whether a station code of the stopped place is a station code of a stop specified in advance corresponding to the adopted operation. In the control device according to claim 2,
In the stop determination, the station code of the stopped place is the station code of the stop specified in advance, and the count value updated each time the train arrives at the station corresponds to the station code of the stop specified in advance. A control apparatus characterized in that it is a judgment whether it is a predetermined count value. The control device according to any one of claims 1 to 4.
The control device is characterized in that the charge / discharge control unit charges the power storage device by idling up an engine in the railway vehicle when the charge ratio of the power storage device is equal to or less than the second threshold. The control device according to any one of claims 1 to 5.
The control device, wherein the charge / discharge control unit charges the power storage device by increasing the power supplied from the overhead wire when the charge ratio of the power storage device is equal to or less than the second threshold. The control device according to any one of claims 1 to 6.
The control device is characterized in that the charge / discharge control unit discharges the power storage device by operating an accessory in the railway vehicle when the charge ratio of the power storage device is equal to or more than the first threshold. The control device according to any one of claims 1 to 7.
The control device is characterized in that the second threshold value is set higher than that of the other stops when the system stop is input while the railway vehicle is stopped at the previously specified stop. . The control device according to any one of claims 1 to 7.
The control device is characterized in that the threshold determination changes the first threshold lower than other stop places when a system stop is input while the railcar is stopped at the predetermined stop place. . The control device according to any one of claims 1 to 9.
The control device according to claim 1, wherein the threshold value determination unit makes the second threshold value higher than a stop other than the previously specified stop when the result of the stop determination is true. In the control device according to claim 10,
The controller according to claim 1, wherein the threshold determination unit sets the second threshold to 60% or more. The control device according to any one of claims 1 to 11.
The control device according to claim 1, wherein the threshold value determination unit lowers the first threshold value compared to a stop other than the previously designated stop when the result of the stop determination is true. In the control device according to claim 12,
The controller according to claim 1, wherein the threshold determination unit sets the first threshold to 20% or less. The control device according to any one of claims 1 to 13.
The control device according to each of the plurality of storage batteries, wherein the negative electrode material is a lithium ion battery of graphite or lithium titanate, a lead battery, or a nickel hydrogen battery. In a control device configured to control charging and discharging of a power storage device provided with a railway vehicle, the control device comprising a plurality of storage batteries,
When the railway vehicle is at a stop, performing a stop determination on whether the stop location is a designated stop in advance;
Changing at least one of a first threshold value and a second threshold value when the result of the stop determination is true, and discharging the power storage device when the charging rate of the power storage device is greater than or equal to the first threshold And charging the power storage device when the charging rate of the power storage device is less than or equal to the second threshold (second threshold <first threshold).