JP2020137144A - Charge/discharge control device and train traffic system - Google Patents

Abstract

To obtain a charge/discharge control device which suppresses the proceeding deterioration of a power storage device.SOLUTION: The charge/discharge control device, which controls the charge/discharge of the power storage device, includes a target SOC calculation unit which, based on at least a feeder voltage, a train position between stations and a train load, calculates emergency required electric energy, which is electric energy required to move the train to a predetermined station using power supplied from the power storage device at the blackout of commercial power supply, and based on the calculated the emergency required electric energy, calculates a target SOC (State Of Charge), which is a charging rate to be targeted when charging the power storage device.SELECTED DRAWING: Figure 1

Description

The present invention relates to a charge / discharge control device and a train traffic system that control the charge / discharge of a power storage device.

In Patent Document 1, the charge / discharge start voltage set value is adjusted by using the correction value of the charge rate (State Of Charge: SOC) according to the voltage of the power system to avoid unnecessary charge / discharge and save energy. A charge / discharge control device for a power storage device that enhances the effect and enables cost reduction is disclosed. In this type of power storage device, the target SOC is generally set to nearly 100% in case of emergency running of the train when the commercial power supply that supplies power to the electric wire is cut off. The target SOC is a target charge rate when charging the power storage device. Emergency driving means that trains existing between stations run to the nearest station even if the commercial power supply is cut off.

Japanese Patent No. 6108142

If the target SOC is set to a high value, the regenerative power generated during the regenerative operation cannot be stored in the power storage device and the regeneration expires, which may hinder the wear of the brake shoes and the energy-saving operation. In addition, since a large amount of electric power is handled in a short time on a railway, a lithium ion battery that can handle a large amount of electric power in a short time is effective for a power storage device for a railway. However, if the high SOC state of the lithium-ion battery continues, the deterioration progresses faster, the replacement cycle of the power storage device becomes shorter, and the introduction cost (including product cost, installation cost, etc.) of the power storage device is reduced. It is not possible to meet the needs of wanting.

The present invention has been made in view of the above, and an object of the present invention is to obtain a charge / discharge control device that suppresses the progress of deterioration of the power storage device.

In order to solve the above-mentioned problems and achieve the object, the charge / discharge control device according to the present invention is a charge / discharge control device for controlling the charge / discharge of the power storage device, at least, the electric wire voltage and the distance between stations. Based on the position of the train and the load of the train, the amount of emergency power required to move the train to a predetermined station with the power supplied from the power storage device in the event of a power failure of the commercial power supply. A target SOC calculation unit for calculating a target SOC, which is a target charging rate when charging the power storage device, is provided based on the calculated and calculated emergency power amount.

According to the present invention, there is an effect that the charge / discharge control device can suppress the progress of deterioration of the power storage device.

The figure which shows the structural example of the train transportation system which concerns on embodiment of this invention. The figure for demonstrating an example of the data format handled by the timetable management part shown in FIG. Configuration diagram of the target SOC calculation unit shown in FIG. A flowchart for explaining the operation of the train transportation system according to the embodiment of the present invention. FIG. 1 for explaining the calculation operation of the required electric energy FIG. 2 for explaining the calculation operation of the required electric energy A graph showing the required power amount calculated by the required power calculation unit and the target SOC generated by the target SOC generation unit. The figure which shows the operation map of charge / discharge control

The charge / discharge control device and the train traffic system according to the embodiment of the present invention will be described in detail below with reference to the drawings. The present invention is not limited to this embodiment.

Embodiment FIG. 1 is a diagram showing a configuration example of a train transportation system according to an embodiment of the present invention. The train transportation system 100 is a power supply and demand system 300 that supplies commercial power to the train 5, an operation management system 2 that manages the operation of the train 5, and a power supply and demand that charges and discharges the power storage device 14 in cooperation with the operation management system 2. It is equipped with system 1.

First, the power system 300 will be described. The power system 300 is a power supply facility for supplying commercial power to the train 5. Commercial electric power is electric power obtained by purchasing from an electric power company. The power system 300 includes an AC power supply 3 and a substation 4. AC power is supplied from the AC power supply 3 to the substation 4, and the voltage of the AC power supplied to the substation 4 is converted into AC power having a desired value by the transformer 41 included in the substation 4. , It is rectified by the rectifier 42 provided in the substation 4 and supplied to the electric wire 6. As a result, a DC voltage of, for example, 1500 [V] is generated between the wire 6 and the rail 7.

Subsequently, the operation management system 2 will be described. The operation management system 2 monitors the deviation between the planned timetable corresponding to the operation plan of the train 5, the train existing position which is the current position of the train 5, and the input planned timetable and the train existing position by inputting from the outside. , It is a system that controls the operation of the train 5 by instructing the train and the on-site equipment to operate the train.

In order to control the operation of the train 5 in this way, the operation management system 2 includes a timetable management unit 21, a past timetable DB (DataBase) 22, a occupancy rate estimation part 23, a prediction timetable calculation unit 24, and a screen display unit 25. ..

The timetable management unit 21 inputs the plan timetable and the train presence position obtained by referring to the plan timetable DB, generates a train operation instruction based on the entered plan timetable and the train presence position, and generates a train operation instruction for the train 5. Send train operation instructions. The plan schedule DB is managed by a server or the like provided outside the operation management system 2. The planning timetable is a timetable based on the train operation plan.

The train presence position is information indicating the train presence position notified from the train 5. Specifically, for example, the train location estimation unit mounted on the train 5 estimates the current position of the own train, and the estimated position information is transmitted to the ground via the on-board radio station mounted on the train 5. The position information received by the terrestrial radio station on the side and received by the terrestrial radio station is input to the operation management system 2 as the train location. The train presence position estimation unit estimates the train presence position from the mileage obtained by integrating the speed information obtained from the speed generator of the train 5 starting from the absolute position. The absolute position is, for example, position information indicating the installation position of a station, position information obtained from a ground transponder, or the like.

Further, the timetable management unit 21 inputs the planned timetable and the actual timetable to be managed into the prediction timetable calculation unit 24. Further, the timetable management unit 21 inputs the actual timetable to be managed into the past timetable DB22.

The type of train operation instruction output from the timetable management unit 21 may differ depending on the equipment that controls the train 5. If the train control equipment has an automatic course control function, the timetable itself may be used as an operation instruction. Further, when the timetable management unit 21 is connected to the interlocking device, the course of the train 5 becomes a train operation instruction. The interlocking device is a device that controls ground equipment such as traffic lights and tumblers. Further, when the timetable management unit 21 can directly instruct the train, the train operation instruction may include instructions such as restraint of operation of the train 5 and traveling speed.

In the operation management system 2 shown in FIG. 1, the train location is input to the timetable management unit 21, and the timetable management unit 21 generates the actual timetable, but the actual timetable is outside the operation management system 2. The actual timetable generated by the device may be input to the operation management system 2 together with the train location.

Here, the types of diamonds handled by the diamond management unit 21 and their data formats will be described.

The types of diamonds are planned diamonds, actual diamonds, forecast diamonds, and the like. The planning timetable is a timetable based on the train operation plan, and can be obtained by referring to the planning timetable DB. In normal times when there is no disturbance such as delay due to an obstacle, the train 5 basically operates according to this plan schedule. The actual timetable is converted into a timetable data format based on the train location, which is the running time of the train 5. The forecast timetable is a timetable that predicts train operation after the current time based on the actual timetable.

Next, the diamond data format handled by the diamond management unit 21 will be described. FIG. 2 is a diagram for explaining an example of a data format handled by the diamond management unit shown in FIG.

The diamond format 200 shown in FIG. 2A is common to the planned timetable, the actual timetable, and the predicted timetable (the presence or absence of items may be different). In the diamond format 200, serial numbers (“1”, “2”, “3” ...) In the order of traveling direction are described in the vertical direction. Then, in the diamond format 200, the arrival time of the station, the departure time of the station, and the like are managed in the order of the traveling direction. Further, in the diamond format 200, a train number 201 (for example, "A701", "A702", etc.) is managed in order to identify each of the plurality of trains 5. When a passing station of the train 5 exists, the passing time and the like are managed instead of the arrival time of the train 5 to the passing station and the departure time of the train 5 from the passing station. In FIG. 2, for example, the passing time “−” is shown as an example of the case where the train with the train number A702 passes through the C station.

Returning to FIG. 1, the past timetable DB 22 is a system for collecting information accumulating actual timetables managed by the timetable management unit 21.

The occupancy rate estimation unit 23 compares the actual timetable (station, direction, date, time, time interval with the preceding train, etc.) with the past actual timetable information managed by the past timetable DB22 at the station. Estimate customer handling time. Since there is a correlation between the passenger handling time and the boarding rate, the boarding rate estimation unit 23 estimates the boarding rate of the train 5 based on the estimated passenger handling time. The estimated boarding rate is input to the prediction timetable calculation unit 24.

As the occupancy rate, in addition to the occupancy rate estimated by the actual timetable or the like, for example, the occupancy rate calculated by the occupancy rate detection device provided on the train 5 may be used. In this case, the information indicating the occupancy rate calculated by the occupancy rate detection device is received by the terrestrial radio station on the ground side via the on-board radio station mounted on the train 5, and is received by the terrestrial radio station. Information indicating the boarding rate is input to the target SOC calculation unit 12.

The prediction timetable calculation unit 24 creates a prediction timetable in consideration of the actual timetable input from the timetable management unit 21 and the boarding rate input from the boarding rate estimation unit 23. Specifically, there is a correlation between the boarding rate and the timetable, and the higher the boarding rate, the longer the passenger getting off time from the train 5 arriving at the predetermined station, and the passengers to the train 5 The boarding time tends to be long. Therefore, the higher the boarding rate, the higher the tendency for the predicted timetable to be delayed with respect to the actual timetable. As the occupancy rate increases, the load required to operate the train 5 increases. Therefore, in order to drive the train 5 with the increased load, it is necessary to increase the electric wire voltage. In other words, when the electric wire voltage (voltage applied between the electric wire 6 and the rail 7) is constant and the occupancy rate is high, the electric power required to power the train 5 is reduced. In this way, the prediction timetable calculation unit 24 creates a prediction timetable based on the correlation between the occupancy rate and the timetable, and inputs the prediction timetable information indicating the contents of the prediction timetable into the power supply and demand system 1. Further, the prediction timetable calculation unit 24 inputs the input plan timetable, actual timetable, and prediction timetable to the screen display unit 25.

The screen display unit 25 is a display device for presenting various diamonds to the operator. When the timetable is disturbed, the operator gives an instruction on a countermeasure plan for operation arrangement as necessary while looking at the screen display unit 25.

Next, the power supply and demand system 1 will be described. The power supply / demand system 1 includes a power storage device 14, a power conversion device 15, and a charge / discharge control device 16.

The power storage device 14 is a lithium ion battery, a lead storage battery, a nickel hydrogen battery, or the like. When the train 5 regenerates, the power storage device 14 stores the regenerative power output from the train 5 via the electric wire 6. Further, the power storage device 14 supplies the power running power required for the power running of the train 5 when the power system 300 has a power failure or when the voltage applied to the electric wire 6 is lower than the set value. As described above, since a large amount of electric power is handled in a short time in a railway, a lithium ion battery capable of handling a large amount of electric power in a short time is effective for the electric power storage device 14 for a railway. However, lithium-ion batteries want to reduce the introduction cost (including product cost, installation cost, etc.) of the power storage device 14 because the deterioration progresses faster with high SOC, the replacement cycle of the power storage device 14 becomes shorter, and so on. Cannot meet the needs. In view of this point, the charge / discharge control device 16 according to the present embodiment controls the target SOC, so that the deterioration of the power storage device 14 progresses even when the lithium ion battery is used as the power storage device 14. It is characterized by slowing down.

When the train 5 regenerates, the power conversion device 15 operates as a step-down chopper to convert the high-voltage DC power supplied from the electric wire 6 into DC power having a voltage that can be input to the power storage device 14. Is supplied to the power storage device 14.

Further, the power conversion device 15 operates as a boost chopper when the power system 300 loses power or when the voltage applied to the electric wire 6 drops due to the simultaneous power running of the plurality of trains 5, thereby powering the power conversion device 15. The DC power supplied from the storage device 14 is increased to a predetermined voltage value and supplied to the electric wire 6.

The power conversion device 15 measures the wire voltage, which is the voltage applied between the wire 6 and the rail 7. Specifically, the power conversion device 15 has a DC voltage detector (not shown), and a voltage generated by a current flowing through the DC voltage detector is applied between the electric wire 6 and the rail 7. It is measured as the voltage to be measured. The measured voltage is input to the charge / discharge control unit 13 and the target SOC calculation unit 12 as information indicating the value of the wire voltage.

Further, the power conversion device 15 measures the voltage value (voltage value generated between the terminals) of the power storage device 14, and charges the measured voltage as battery voltage information indicating the voltage value of the power storage device 14. Input to the discharge control unit 13.

Further, the power conversion device 15 measures the value of the charge / discharge current of the power storage device 14, and the measured current is used as charge / discharge current information indicating the value of the charge / discharge current of the power storage device 14 as the charge / discharge control unit 13. Enter in.

The charge / discharge control device 16 includes a storage unit 18 and an arithmetic processing unit 17. The train running pattern DB 11 is stored in the storage unit 18. The train running pattern DB 11 stores the running patterns (acceleration running pattern, decelerating running pattern) of the train 5 running between stations.

The arithmetic processing unit 17 includes a target SOC calculation unit 12 and a charge / discharge control unit 13. The target SOC calculation unit 12 and the charge / discharge control unit 13 are functions realized by, for example, the arithmetic processing unit 17 executing the program stored in the storage unit 18.

A configuration example of the target SOC calculation unit 12 will be described with reference to FIG. FIG. 3 is a block diagram of the target SOC calculation unit shown in FIG.

The target SOC calculation unit 12 includes a load estimation unit 121 that estimates the load for each train 5, a resistance estimation unit 122 that estimates the resistance of the wire 6, and the required power based on the input wire voltage, load, resistance, and the like. The required power calculation unit 123 for calculating the above is provided. Further, the target SOC calculation unit 12 is a target charging unit for charging the required electric energy calculation unit 124 for calculating the remaining running distance to the nearest station of the train 5 based on the train presence position and the electric power storage device 14. It includes a target SOC generation unit 125 that generates a target SOC that is a rate.

The operation of the train transportation system 100 will be described with reference to FIGS. 4 to 6. FIG. 4 is a flowchart for explaining the operation of the train transportation system according to the embodiment of the present invention.

In step S1, the load estimation unit 121 includes the train travel pattern read from the train travel pattern DB 11, the occupancy rates of the plurality of trains 5 from the occupancy rate estimation unit 23, and the plurality of trains from the prediction timetable calculation unit 24. The load of each train 5 is estimated by inputting the prediction timetable of 5 and the train location.

For example, when train 5 is traveling from station A to station B, the section from the current position of train 5 to a certain distance ahead is an uphill section depending on the train location and train travel pattern. If this can be predicted, the output generated by the traction motor tends to increase in the section.

When the train 5 is traveling from A station to B station, the section from the current position of the train 5 to a certain distance ahead is a downhill section depending on the train position and the train running pattern. If this can be predicted, the output generated by the traction motor tends to decrease in the section.

In addition, when train 5 is traveling from A station to B station, the section from the current position of train 5 to a certain distance ahead is a section where the curve is continuous, depending on the train location and train travel pattern. If it can be predicted, the train 5 repeats acceleration and deceleration in the section, so that the output generated by the traction motor tends to increase.

Further, when the train 5 is traveling from the A station to the B station, the section from the current position of the train 5 to a certain distance ahead may be the acceleration section depending on the train location and the train travel pattern. If it can be predicted, the output generated by the traction motor tends to increase because the acceleration operation is performed.

Further, for example, when a train (first train) operating in the order of A station, B station, and C station arrives at B station, the arrival of another train 5 (second train) to the B station is delayed. The operation of the first train may be adjusted. If the delay due to the arrival of the second train can be predicted from the prediction timetable, the output generated by the traction motor tends to increase when the recovery operation is performed to recover the delay when the first train heads for C station. is there.

Also, for example, when a train (first train) that operates in the order of A station, B station, and C station arrives at B station, an event (concert or event where a large number of people gather) will be held near B station on the day. Because it was held, many passengers may board the first train when passengers arrive at station B, which cannot be predicted by ordinary timetables. In this case, since the occupancy rate of the first train increases, the output generated by the traction motor tends to increase when the first train heads for the C station.

In this way, the load estimation unit 121 is necessary for running the train 5 in consideration of the operation status of each of the plurality of trains 5 by using the train running pattern, the occupancy rate, the prediction timetable, the train presence position, and the like. Estimate the load that becomes. The load estimation unit 121 estimates the load for each train 5, and inputs the load information indicating the estimated load magnitude to the required power calculation unit 123.

In step S2, the resistance estimation unit 122 estimates the resistance of the wire 6 based on the input train presence position. The resistance estimation unit 122 inputs resistance information indicating the estimated resistance value to the required power calculation unit 123. The operation of the resistance estimation unit 122 will be described with reference to FIG.

FIG. 5 is a diagram for explaining a calculation operation of the required electric energy. FIG. 5 shows a resistance model of the electric wire 6 provided between the adjacent stations A and B. The electric wire 6 is an electric wire for supplying electric power to an overhead line (train line) directly in contact with the train 5. In FIG. 5, for example, it is assumed that the train 5 running between the adjacent stations A and B is running toward the station B. X0 represents the connection position between the power conversion device 15 shown in FIG. 1 and the electric wire 6. In FIG. 5, it is assumed that the power storage device 14 is connected to the wire 6 instead of the power conversion device 15. This is because the power conversion device 15 is provided in the vicinity of the power storage device 14. X1 represents the installation position of station B adjacent to station A. X2 is the current position of train 5.

In FIG. 5, train 5 is running from station A to station B, and train 5 is in the section between X0 and X1. The position of X0, the position of X1, and the like are set in advance in the resistance estimation unit 122. In this way, when the train 5 traveling toward the B station exists in the section between X0 and X1, the resistance estimation unit 122 first receives the train 5 at regular intervals (for example, several hundred msec to several sec). Based on the existing line position information, the traveling direction of the train 5 is estimated from the tendency of the time-series change of the existing line position of the train 5. Next, the resistance estimation unit 122 calculates L1, L2, and L3 based on the train presence position of the train 5. L1 is the distance from X0 to X2. Since X0 and X1 are absolute positions, L1 can be estimated by obtaining the relative position of the train 5 from X0 and X1 based on the train presence position of the train 5. L2 is the distance from X0 to X1. L3 is the distance obtained by subtracting L1 from L2. Subsequently, the resistance estimation unit 122 estimates the resistance of the wire 6 corresponding to the calculated L1. For example, as the line position of the train 5 approaches the station B, the distance from X0 to X2 becomes longer, so that the estimated resistance value (resistance value of the wire 6 from X0 to X2) becomes larger. On the contrary, for example, when the train 5 departing from station B and heading for station A exists in the section between X1 and X0, the closer the train 5 is to X0, the more from X0 to X2. Since the distance is shortened, the estimated resistance value (resistance value of the wire 6 from X0 to X2) becomes small.

In this way, the resistance estimation unit 122 utilizes the relationship between the traveling direction of the train 5, the existing position of the train 5, the connection position of the power storage device 14 to the electric wire 6, and the installation position of the station. , The resistance value of the electric wire 6 corresponding to L1 is estimated. The reason for estimating the resistance value of the wire 6 is that when the resistance value of the wire 6 fluctuates, the required electric energy also fluctuates. The required electric power is, for example, the minimum electric power required to power the train 5 stopped due to a power failure of the electric power system 300 or the like. The specific calculation method of the required power will be described later. The required electric energy is the minimum electric energy required to move the train 5 stopped due to a power failure of the electric power system 300 to the nearest station. The specific calculation method of the required electric energy will be described later.

The required electric energy is, for example, the minimum electric energy required to move a train 5 that cannot run on its own due to a failure of the drive system of the traction motor to the nearest station by using a towing vehicle. May be good. In this case, it is assumed that the towing vehicle is not a vehicle equipped with an internal combustion engine, but a vehicle that travels by supplying electric power from the electric wire 6. The required electric energy is the electric energy required to move the towed vehicle and the towed vehicle to the nearest station.

In addition, in FIG. 5, the method of estimating the resistance value of the electric wire 6 when one train 5 exists between the A station and the B station has been described, but as shown in FIG. 6, the A station Even when a plurality of trains 5 exist between the station B and the station B, it is possible to estimate the resistance value of the electric wire 6.

FIG. 6 is a second diagram for explaining the calculation operation of the required electric energy. In FIG. 6, for example, train 5 and train 5A are running between adjacent stations A and B.

Train 5A is a train running from station B to station A, and train 5A exists in the section between X0 and X3. The definitions of X0, X1 and X2 are as described in FIG. X3 represents the installation position of A station. X4 is the current position of train 5A. X0, X1, X3 and the like are set in advance in the resistance estimation unit 122. As described above, when the train 5 traveling toward the station B and the train 5A traveling toward the station A exist, the resistance estimation unit 122 uses the above-described method to move the electric wire 6 corresponding to the L1. The resistance of the electric wire 6 corresponding to L11 is estimated. Since the method of estimating the resistance of the wire 6 corresponding to L1 is as described above, the method of estimating the resistance of the wire 6 corresponding to L11 will be described below. The resistance estimation unit 122 estimates the traveling direction of the train 5A from the tendency of the time-series change of the line position of the train 5A based on the line position information received at regular intervals (for example, several hundred msec to several sec). Next, the resistance estimation unit 122 calculates L11, L21, and L23 based on the train presence position of the train 5A. L11 is the distance from X0 to X4. Since X0 and X3 are absolute positions, L11 can be estimated by obtaining the relative position of the train 5A from X0 and X3 based on the train presence position of the train 5A. L21 is the distance from X0 to X3. L31 is the distance obtained by subtracting L11 from L21. Subsequently, the resistance estimation unit 122 estimates the resistance of the wire 6 having a length corresponding to the calculated L11. For example, the closer the train 5A is to the station A, the longer the distance from X0 to X4, so that the estimated resistance value (the resistance value of the wire 6 from X0 to X4) increases.

On the contrary, for example, when train 5A departing from station A and heading for station B exists in the section between X3 and X0, the closer the train 5A is to X0, the distance from X0 to X4. Is shortened, so that the estimated resistance value (resistance value of the wire 6 from X0 to X4) becomes small.

In this way, the resistance estimation unit 122 utilizes the relationship between the traveling direction of the train 5A, the existing position of the train 5A, the connection position of the power storage device 14 to the electric wire 6, and the installation position of the station. , The resistance value of the electric wire 6 corresponding to L11 is estimated.

Returning to FIG. 4, in step S3, the power conversion device 15 measures the wire voltage (voltage applied between the wire 6 and the rail 7). The measured wire wire voltage is input to the required power calculation unit 123 as information indicating the value of the wire wire voltage. The method of calculating the required power by the required power calculation unit 123 will be described later.

In step S4, the required electric energy calculation unit 124 calculates the remaining running distance to the nearest station of the train 5 based on the train presence position. For example, as shown in FIG. 5, the distance (L3) obtained by subtracting L1 from L2 can be used as the remaining running distance. The remaining running distance is used for calculating the required electric energy, which will be described later.

In step S5, the required power calculation unit 123, which has input the wire voltage, load, and resistance, calculates the required power P by using the following equation (1).

Required power P = V ² / ( _RL + R) (kW) ... (1)
It is the V wire wire voltage of the formula (1). The _RL of equation (1) is the load of the train 5. R in Eq. (1) is a resistor.

The required electric power is, for example, the minimum electric power required to power the train 5 stopped due to the power failure of the electric power system 300. The required power calculation unit 123 calculates the required power based on the input electric wire voltage, load, resistance, and the like. The power information indicating the calculated required power value is input to the required electric energy calculation unit 124.

The required electric power varies depending on the occupancy rate of the train 5, the resistance of the train 6, the voltage of the train applied to the train 6, the type of the main electric motor of the train 5, the number of trains 5 formed, and the train 5. The body weight of each of the plurality of vehicles constituting the above, the value of the slope (uphill slope, downhill slope, etc.) of the section in which the train 5 runs, the value of the emergency running speed of the train 5, and the weather condition (storm) when the train 5 runs. , Snowfall, fine weather, etc.) In this way, the required power changes due to various variable factors, but here, for the sake of simplicity, the occupancy rate of the train 5, the resistance of the wire 6, and the wire applied to the wire 6 are used. An example of calculating the required power using a voltage is described.

In order to run the train 5 stopped due to a power outage to the nearest station, energy for running the train 5 is required for the remaining distance. Therefore, by multiplying the required power by the running time, the required power is required. The amount calculation unit 124 calculates the required electric energy. Next, a method of calculating the required electric energy will be described.

In step S6, the required electric energy calculation unit 124 in which the electric power information is input divides the remaining running distance calculated in step S4 by a predetermined speed, so that the traveling time until the train 5 arrives at the nearest station A. Is calculated. The predetermined speed may be any speed as long as it can move the train 5 at the time of a power failure to the nearest station A, for example, 5 to 15 km / h.

The required electric energy calculation unit 124 for which the traveling time is calculated performs the process of step S7. The required electric energy calculation unit 124 calculates the required electric energy P (kWh) in an emergency by using the following equation (2) (step S7).

Required electric energy P = ΣV ² / ( _RL + R) (kWh) ... (2)
It is the V wire wire voltage of the formula (2). _RL of equation (2) is a load. R in equation (2) is a resistor.

The required electric energy calculation unit 124 calculates the required electric energy by multiplying the required electric power calculated in step S5 by the traveling time calculated in step S6. The required electric energy calculation unit 124 inputs the electric energy information indicating the value of the required electric energy to the target SOC generation unit 125.

In step S8, the target SOC generation unit 125 in which the required electric energy is input calculates the target SOC by using the following equation (3).

Target SOC = SOC lower limit + (required power amount / capacity of power storage device 100% value) x 100 (%) ... (3)
The target SOC of the equation (3) is a target charging rate when charging the power storage device 14. The SOC lower limit value of the equation (3) is set in order to prevent over-discharge deterioration of the power storage device 14, and is, for example, 10 (%). The target SOC generation unit 125 only needs to be able to calculate the target SOC in consideration of the required electric energy, and the calculation formula of the target SOC is not limited to the above formula (3). For example, a marginal electric energy may be added to the required electric energy of the above equation (3). The electric power serving as a margin is the surplus electric power required for the running of the train 5 in consideration of the operating conditions of the train 5 (weather, motor efficiency, electric power conversion efficiency, SOC measurement error, etc.).

The target SOC information indicating the calculated target SOC value is input to the charge / discharge control unit 13.

In step S9, the charge / discharge control unit 13 controls drive signals for driving a plurality of switching elements included in the power conversion device 15 based on the input target SOC. As a result, charge / discharge control of the power storage device 14 is performed. The charge / discharge control includes charge control and discharge control of the power storage device 14. Hereinafter, a specific example of charge / discharge control of the power conversion device 15 will be described.

FIG. 7 is a graph showing the required power amount calculated by the required power calculation unit and the target SOC generated by the target SOC generation unit. Here, in order to simplify the explanation, an example of calculating the required electric energy and the target SOC for one train will be described.

FIG. 7 shows the train 5 traveling from the A station to the B station. FIG. 7 shows a situation in which the train 5 existing in X2 travels further toward station B and reaches the position X5, which is a certain distance ahead of X2.

Further, FIG. 7 shows a graph of the required electric energy. The graph of the required electric energy is a plot of the estimated required electric energy at each existing line position of the train 5 traveling from the A station to the B station.

Further, in FIG. 7, the target SOC calculated at each position of the train 5 is displayed as a graph. The graph of the target SOC is a plot of the target SOC estimated at each line position of the train 5 traveling from the A station to the B station.

Further, FIG. 7 shows the lower limit of SOC. The SOC lower limit value is preset in the target SOC generation unit 125, the storage unit 18, and the like.

As shown in FIG. 7, the distance from X1 to X5 is shorter than the distance from X1 to X2. Therefore, the closer the train 5 is to the B station, the larger the apparent resistance value of the electric wire 6 seen from the power storage device 14.

The required electric energy P3 in the vicinity of X5 calculated by using the above-mentioned equation (1) tends to be smaller than the required electric energy P2 in the vicinity of X2. Even if the train 5 stops near X5 due to a power outage, at least one train 5 is the nearest station if the required electric energy P3, which is smaller than the required electric energy P2, is stored in the electric energy storage device 14. You can make an emergency drive to station B. In this way, if the value of the required electric energy P3, which is the emergency required electric energy, becomes small, the target SOC of the electric power storage device 14 can be reduced.

As shown in FIG. 7, if the target SOC near X5 can be made smaller than the target SOC near X2, the value of the target SOC near X2 (value near 100% SOC) is maintained as compared with the case where the target SOC near X2 is maintained. The progress of deterioration of the power storage device 14 can be slowed down. The target SOC calculation unit 12 according to the present embodiment is configured so that the required electric energy changes in real time in consideration of the existing line position of the train 5, the load, and the like in order to suppress the progress of deterioration of the electric power storage device 14. Has been done.

The required power calculation unit 123 stores the calculated required power amounts P2 and P3 for each train 5, and further associates the position of the train 5 with the difference (ΔP) between the required power amounts P2 and P3. By storing the information, for example, when the train 5 traveling toward the station B reaches X2, the required electric energy P3 at X5, which is a certain distance ahead of X2, can be estimated.

By estimating the required electric energy in this way, for example, when a plurality of trains other than the train 5 shown in FIG. 7 regenerate at the same time, the target SOC corresponding to the required electric energy P3 is set by this regenerative operation. Charging control that exceeds is suppressed. In order to suppress charge control when the regenerative operation is performed on the complicated train 5 as described above, for example, a plurality of electric power storage devices 14 are prepared, and the target SOC of the present embodiment is provided. By the control, the required power amount is controlled to change in real time for some power storage devices 14, and the target SOC control of the present embodiment is not performed for the remaining power storage devices 14. , Regenerative power may be charged. As a result, it is possible to prevent the charging rate of some of the power storage devices 14 from increasing to around 100%, and to significantly extend the life of some of the power storage devices 14. In this case, by switching between the part of the power storage device 14 and the remaining power storage device 14 periodically (for example, every few months), the remaining power storage device 14 can control the target SOC of the present embodiment. Therefore, the life of the power storage device 14 can be extended because it is a target.

Further, as shown in FIG. 7, for example, when the train 5 traveling toward the B station reaches X2, the train 5 actually becomes the result of estimating the required electric energy P3 at X5, which is a certain distance ahead of X2. If the charge is insufficient with respect to the target SOC when the X5 is reached, for example, the power storage device 14 may be charged with the regenerative power of another train 5, or is supplied from the power system 300. The electric power storage device 14 may be charged with the electric power.

In addition, when considering the above-mentioned train running pattern, occupancy rate, forecast timetable, and other variable factors, the transition of the required electric energy does not always change linearly as shown in FIG. 7, but in FIG. In order to simplify the explanation, the transition of the required electric energy is abstracted.

FIG. 8 shows an operation map of general charge / discharge control. FIG. 8 is a diagram showing an operation map of charge / discharge control. The operation map shown in FIG. 8 is stored in, for example, the storage unit 18 shown in FIG.

The vertical axis represents the wire voltage Vs. The wire voltage Vs is equal to the “wire voltage” input from the power conversion device 15 shown in FIG. 1 to the charge / discharge control unit 13. The horizontal axis is the charge rate (SOC) of the power storage device 14.

The broken line shown on the upper side of the vertical axis represents the charging operation start voltage Vabs. In the following, the charging operation start voltage Vabs may be simply referred to as “Vabs”. The broken line shown on the lower side of the vertical axis represents the discharge operation start voltage Vdisk. In the following, the discharge operation start voltage Vdisc may be simply referred to as “Vdisc”. Vss0 shown in the middle of the vertical axis represents the output voltage of the rectifier 42 when there is no load. The horizontal axis shows the target SOC calculated in step S8.

When the electric wire voltage Vs is larger than the charging operation start voltage Vabs, the charge / discharge control unit 13 controls charging to the power storage device 14. The charge control for the power storage device 14 is a control for operating the power conversion device 15 as a step-down chopper. As a result, for example, the DC power generated in the regenerative operation is converted into DC power having a voltage that can be input to the power storage device 14, and the power storage device 14 is charged. By doing so, even if a plurality of trains 5 are regeneratively operated at the same time and the electric wire voltage Vs suddenly increases, the electric power storage device 14 is charged by the charge control, so that the increase in the electric wire voltage Vs is suppressed. Will be done. In the charge control of the power storage device 14, not only the regenerative power is used for charging, but also the commercial power by the power system 300 may be used for charging. For example, in the time zone when the number of trains running 5 is small (midnight, early morning, etc.), the amount of regenerative power generated is smaller than the amount of regenerative power generated in rush hour, etc. This is because the electric power storage device 14 may not be sufficiently charged with electric power alone.

Further, the charge / discharge control unit 13 controls the discharge of the power storage device 14 when the electric wire voltage Vs is smaller than the discharge operation start voltage Vdisk. The discharge control of the power storage device 14 is a control for operating the power conversion device 15 as a step-up chopper. For example, even if the voltage Vs of the electric wire drops sharply due to the power running of a plurality of trains 5 at the same time, when the electric power storage device 14 is discharged by the discharge control, the electric power from the electric power storage device 14 causes the electric wire. The voltage Vs is assisted, the decrease in the electric wire voltage Vs is suppressed, and the electric power stored in the regenerative operation can be effectively used.

The charge / discharge control unit 13 controls the charge rate of the power storage device 14 when the electric wire voltage Vs is equal to or lower than the charge operation start voltage Vabs and equal to or higher than the discharge operation start voltage Vdisk. In the charge rate control, charge / discharge control is performed so that the charge rate of the power storage device 14 matches the target SOC generated by the target SOC generation unit 125 shown in FIG. As a result, when the charge rate of the power storage device 14 is larger than the target SOC, discharge is performed, and when the charge rate of the power storage device 14 is smaller than the target SOC, charging is performed. Further, when the power system 300 loses power, the electric power of the power storage device 14 is supplied to the train 5 stopped between the stations by the discharge control, so that the train 5 can be driven to the nearest station.

The charging operation start voltage Vabs is set to a value higher than the output voltage Vss0 of the rectifier 42 when there is no load. If the charging operation start voltage Vabs is set to a value lower than the output voltage Vss0 of the rectifier 42 at no load, even when the regenerating train 5 does not exist on the rail 7, the power system 300 can be used. Electric power is supplied to the electric power storage device 14 via the rectifier 42, and the electric power storage device 14 is charged.

By making the charging operation start voltage Vabs higher than the output voltage Vss0 of the rectifier 42 when there is no load, the power storage device 14 is charged only when the regenerative train 5 is on the rail 7. Will be

On the other hand, if the charging operation start voltage Vabs is too high, the absorption of the regenerative power is delayed. Therefore, it is desirable to set the charging operation start voltage Vabs to a voltage that is, for example, several tens [V] higher than the output voltage Vss0 of the rectifier 42 when there is no load.

In this embodiment, a case where the Vabs is constant with respect to the SOC is described, but the Vabs may be changed according to the SOC. For example, by setting the Vabs when the SOC is equal to or higher than the predetermined value to be higher than the Vabs whose SOC is less than the predetermined value, the voltage for starting charging becomes higher when the SOC becomes large, and the power storage device It is possible to prevent 14 overcharges.

The discharge operation start voltage Vdisc is set to a value lower than the output voltage Vss0 of the rectifier 42 when there is no load. With this setting, the power storage device 14 is discharged only when the power to the electric wire 6 is insufficient. If the discharge operation start voltage Vdisk is too low, the effect of suppressing the decrease in the wire voltage cannot be sufficiently obtained. Therefore, it is desirable to set the discharge operation start voltage Vdisk to a value that is, for example, several tens [V] lower than the output voltage Vss0 of the rectifier 42 when there is no load.

In this embodiment, a case where Vdisc is constant with respect to SOC is described, but Vdisc may be changed according to SOC. For example, by setting the Vdisk when the SOC is equal to or less than the predetermined value to be lower than the Vdisc when the SOC exceeds the predetermined value, the voltage at which the discharge is started becomes low when the SOC becomes small. As a result, it is possible to prevent over-discharging of the power storage device 14. In the example of FIG. 8, the target SOC is set to around 35%. This means that the emphasis is placed on absorbing a large amount of regenerative power by the power storage device 14.

In addition, in order to place importance on supplying insufficient power to the electric wire 6 rather than absorbing the regenerative power in the power storage device 14, for example, the target SOC is set to nearly 100% (for example, the SOC is 95 to 100%). If the setting is made and the state in which the charge rate is high continues, the deterioration of the power storage device 14 is accelerated.

Further, when the charging rate is set to be close to 100%, the regenerative power generated during the regenerative operation cannot be stored in the power storage device 14, which hinders the energy-saving operation.

In the prior art, the target SOC is not calculated based on the electric power required during emergency driving, so that the target SOC is generally set to a certain high value. Therefore, the deterioration of the power storage device 14 progresses faster, the replacement cycle of the power storage device 14 becomes shorter, and the need for reducing the introduction cost (including product cost, installation cost, etc.) of the power storage device 14 is met. There was a problem that it could not be done. Further, when the target SOC is set to a certain high value, the amount of regenerative power charged to the power storage device 14 becomes small, and the regenerative power cannot be effectively used as the power during power running.

In the present embodiment, the target SOC changes so as to secure the minimum required electric energy for driving the train 5 stopped due to a power failure of the electric power system 300 or the like, at least based on the position of the train. The value of the target SOC can be set to a relatively low value as compared with the case where the target SOC is set to a constant high value regardless of the location of the train 5. Therefore, the charge control that exceeds the target SOC can be suppressed, and the progress of deterioration of the power storage device 14 can be slowed down.

In step S10, the charge / discharge control unit 13 determines whether or not the power system 300 has a power failure based on whether or not the measured electric wire voltage value is lower than the power failure determination value for determining a power failure. If the wire voltage is not lower than the power failure determination value (steps S10, No), the processes of steps S1 to S10 are repeated. When the electric wire voltage becomes lower than the power failure determination value (step S10, Yes), the charge / discharge control unit 13 determines that the power system 300 has a power failure and performs the process of step S11.

In step S11, the charge / discharge control unit 13 starts discharge control, and in step S12, determines whether or not the power system 300 has been restored.

When the measured electric wire voltage value is higher than the power failure determination value, the charge / discharge control unit 13 determines that the power system 300 has been restored (steps S12, Yes), and performs the process of step S14.

When the measured electric wire voltage value is lower than the power failure determination value, the charge / discharge control unit 13 determines that the power system 300 has not been restored (steps S12 and No), and performs the process of step S13.

In step S13, the charge / discharge control unit 13 determines whether or not the train 5 has arrived at the nearest station. For example, for example, the charge / discharge control unit 13 inputs the train presence position and determines whether or not the train 5 has arrived at the nearest station based on whether or not it matches the position of the nearest station stored in advance. .. If the train 5 has not arrived at the nearest station (steps S13, No), the processes of steps S11 to S13 are repeated. When the train 5 arrives at the nearest station (step S13, Yes), the charge / discharge control unit 13 ends the discharge control (step S14).

The train traffic system 100 of the present embodiment is a DC feeder system in which a DC voltage is generated in the feeder 6, but the target SOC calculation unit 12 described later is applied to an AC feeder system. You may.

Further, the function of the target SOC calculation unit 12 shown in FIG. 1 is not only provided in the power supply / demand system 1 on the ground side, but also in-vehicle control such as a train information management device and an on-vehicle control device mounted on the train 5. It may be provided in the device.

In this case, the train 5 is provided with the power storage device 14, and the on-board control device inputs the predicted timetable calculated on the ground side via the wireless device. The on-board control device includes a occupancy rate calculated by the occupancy rate detection device, a train travel pattern transmitted from the train travel pattern DB 11 via a wireless device, an electric voltage measured on the vehicle, and a power storage device. The battery voltage obtained by measuring the voltage (terminal voltage) of 14 is input.

In this way, by providing the on-board control device with the function of the target SOC calculation unit 12, the on-board power storage device can be installed without repairing the ground equipment (just by repairing the function of the on-board control device). It is possible to prevent the 14 target SOCs from being maintained in a high state. Therefore, a large-scale work for repairing the ground equipment becomes unnecessary, and the cost required for measures for extending the life of the power storage device 14 mounted on the vehicle can be reduced. Further, since the target SOC can be controlled immediately when the power storage device 14 is mounted on the vehicle, the effect of extending the life of the power storage device 14 (introduction cost and installation cost of the power storage device 14). Etc.) can be maximized.

As described above, the charge / discharge control device according to the present embodiment is based on at least the voltage of the electric wire, the position of the train between stations, and the load of the train, from the power storage device at the time of power failure of the commercial power supply. When calculating the emergency required electric energy, which is the amount of electric power required to move the train to a predetermined station with the supplied electric power, and charging the electric power storage device based on the calculated emergency electric energy. The target SOC calculation unit for calculating the target SOC (State Of Charge), which is the target charge rate of the above. With this configuration, when the train presence position or the like changes, the target SOC for securing the minimum required electric energy for powering the train 5 stopped due to a power failure of the electric power system 300 or the like changes. Therefore, the target SOC value can be set to a relatively low value as compared with the case where the target SOC is set to a constant high value regardless of the location of the train 5. As a result, charging control that exceeds the target SOC can be suppressed, the progress of deterioration of the power storage device 14 can be slowed down, and the cost required for measures for extending the life of the power storage device 14 can be reduced.

Further, the target SOC calculation unit according to the present embodiment is installed on the ground side based on the resistance of the wire in addition to the voltage of the wire, the position of the train between the stations, and the load of the train. It may be configured to calculate the target SOC of the power storage device.

With this configuration, the life of the power storage device installed on the ground side can be significantly extended. The electric power storage device installed on the ground side requires a large storage capacity so that the electric power regenerated from the plurality of trains can be stored and the electric power for power running supplied to the plurality of trains can be supplied. Replacing such a power storage device installed on the ground side not only requires a great deal of cost, but also limits the working hours to the time from midnight to early morning in order to minimize the impact on passengers. Will be done. Therefore, it is not easy to replace the power storage device installed on the ground side. According to the present embodiment, since the life of the power storage device can be extended, not only the cost for replacing the power storage device can be significantly reduced, but also the life of the power storage device is extended, so that the emergency running time can be extended. It can be lengthened, and the impact on train operation can be minimized.

Further, the target SOC calculation unit according to the present embodiment may be configured to calculate the target SOC of the power storage device mounted on the train.

With this configuration, the life of the on-board power storage device can be significantly extended. In particular, as the number of trains equipped with electric power storage devices increases, the effect of suppressing the effects (cost increase, shortening of emergency travel time) associated with the replacement of the electric power storage devices can be expected.

Further, the target SOC calculation unit according to the present embodiment sets the target SOC higher than the first SOC set value when the emergency required power amount is larger than the first set value, and the emergency required power amount is increased. When it is smaller than the second set value, the target SOC may be configured to be lower than the second set value. The first set value is higher than the second set value, the first SOC set value is, for example, 70%, and the second SOC set value is, for example, 50%.

For example, many trains operate during commuting hours such as 7:00 to 9:00 in the morning and 18:00 to 21:00 at night, so if a power outage occurs during such a time period, the amount of electricity required in an emergency will increase. Is expected. In this way, when it is predicted that the amount of emergency power required will increase, the target SOC calculation unit according to the present embodiment can multiply the target SOC by a constant such as 1.1 or 1.2. , The target SOC is set to 80%, which is higher than the first SOC set value (for example, 70%). As a result, it is possible to secure the amount of emergency power required during the commuting time.

On the contrary, at the time end other than the commuting time zone, it is desirable to reduce the amount of power required in an emergency to reduce the load on the power storage device 14 as much as possible. Therefore, the target SOC calculation according to the present embodiment is performed. In the section, for example, by multiplying the target SOC by a constant such as 0.9 or 0.8, the target SOC is set to 40%, which is lower than the second SOC set value (for example, 50%). As a result, the life of the power storage device 14 can be extended while securing the amount of power required for emergencies in a time zone other than the commuting time zone.

Further, the target SOC calculation unit according to the present embodiment estimates the position a certain distance ahead of the current position of the train based on the timetable information, and calculates the emergency electric energy at the estimated position. It may be configured. As a result, when the train 5 stops at a position a certain distance ahead of the current position of the train, the amount of emergency power required is predicted, and the running time is used until the train arrives at that position. The amount of power required in an emergency can be secured. Therefore, it is possible to accurately estimate the electric power required during emergency driving while extending the life of the electric power storage device 14.

Further, the target SOC calculation unit according to the present embodiment is configured to calculate the emergency required electric energy by using information on the number of the trains existing between stations within the management target range of the train traffic system. You may. With this configuration, it is possible to secure electric power during emergency travel of two or more trains. If multiple trains are run at the same time, the electric wire voltage required for power running of each train may be insufficient. Therefore, for example, instead of running multiple trains to the nearest station at the same time, the trains are run one by one. It is desirable to let it.

The configuration shown in the above-described embodiment shows an example of the content of the present invention, can be combined with another known technique, and is one of the configurations without departing from the gist of the present invention. It is also possible to omit or change the part.

1: Electricity supply and demand system 2: Operation management system 3: AC power supply 4: Substation 5: Train 5A: Train 6: Electricity 7: Rail 12: Target SOC calculation unit 13: Charge / discharge control unit 14: Power storage device 15: Electricity Conversion device 16: Charge / discharge control device 17: Arithmetic processing unit 18: Storage unit 21: Diamond management unit 23: Boarding rate estimation unit 24: Prediction diamond calculation unit 25: Screen display unit 41: Transformer 42: Rectifier 100: Train traffic System 121: Load estimation unit 122: Resistance estimation unit 123: Required power calculation unit 124: Required power amount calculation unit 125: Target SOC generation unit 200: Diamond format 201: Train number 300: Power system

Claims (10)

In the charge / discharge control device for controlling the charge / discharge of the power storage device,
It is necessary to move the train to a predetermined station with the electric power supplied from the electric power storage device at the time of power failure of the commercial power source, based on at least the electric wire voltage, the position of the train between the stations, and the load of the train. The amount of emergency power required, which is the amount of power, is calculated, and based on the calculated amount of emergency power, the target SOC (State Of Charge), which is the target charging rate when charging the power storage device, is calculated. A charge / discharge control device including a target SOC calculation unit. The target SOC calculation unit is the power storage device installed on the ground side based on the resistance of the wire in addition to the voltage of the wire, the position of the train between the stations, and the load of the train. The charge / discharge control device according to claim 1, which calculates a target SOC. The charge / discharge control device according to claim 1, wherein the target SOC calculation unit calculates the target SOC of the power storage device mounted on the train. When the emergency required power amount is larger than the first set value, the target SOC calculation unit sets the target SOC higher than the first SOC set value, and the emergency required power amount is smaller than the second set value. When the target SOC is set lower than the second SOC set value,
The first set value is a value higher than the second set value.
The charge / discharge control device according to any one of claims 1 to 3, wherein the first SOC set value is higher than the second SOC set value. The target SOC calculation unit estimates a position a certain distance ahead of the current position of the train based on the timetable information, and calculates the emergency required electric energy at the estimated position. Any one of claims 1 to 4. The charge / discharge control device according to the section. The target SOC calculation unit is any one of claims 1 to 5 for calculating the emergency required electric energy by using information on the number of the trains existing between stations within the management target range of the train transportation system. The charge / discharge control device according to. The charge / discharge control device according to any one of claims 1 to 6, wherein the power storage device is charged using the regenerative power of the train. The charge / discharge control device according to any one of claims 1 to 7, wherein the target SOC calculation unit calculates the emergency required electric energy by using the occupancy rate of the train. The emergency electric energy includes the electric energy required to move the stopped train to a predetermined station and the electric energy required to move the vehicle towing the train to the predetermined station. The charge / discharge control device according to any one of claims 1 to 8, which includes. A train transportation system including the charge / discharge control device according to any one of claims 1 to 9.

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