JP2021035782A - Power supply system for electric railroad - Google Patents

Abstract

To prevent riding quality from being deteriorated due to occurrence of regeneration invalidation in a train during braking and eliminate the difficulty of stopping a train controlled by automatic operation at a fixed position.SOLUTION: In a power supply system for an electric railroad, a power-related system includes a plurality of power supply facilities and a power management device connected via a communication network. An on-vehicle device includes information transmitting/receiving means capable of transmitting/receiving information to/from a ground device and control means for controlling a traveling drive device and a braking device to control the traveling speed. The ground device can grasp a position of each train and determine whether there is a train entering into a deceleration section based on information received from an operation management device. The ground device can receive information about power supply and demand of the power supply facilities from the power management device. The ground device determines a power consumption state based on the received information and a feeder line voltage of the train entering into the deceleration section and transmits control information to the on-vehicle device. The on-vehicle device controls the braking device based on the control information.SELECTED DRAWING: Figure 1

Description

The present invention relates to an electric power supply system for supplying electric power to an electric vehicle, and particularly in an electric railway on which an automatically operated train runs, the electric vehicle is operated in cooperation with an electric power supply system including a substation and an operation management system for managing the operation of the train. Regarding the technology for controlling the regenerative operation of.

In the electric railway power supply system that supplies electric power to electric vehicles, regenerative braking is performed when the train brakes, so that regenerative current is passed through the electric wires to recover energy and improve energy efficiency. It is done.
In addition, in electric railways, if the pantograph voltage of a vehicle that comes into contact with an electric wire that receives power from a substation (hereinafter referred to as the pantograph point voltage) drops, the acceleration force drops and it becomes impossible to operate according to the schedule. Therefore, in order to compensate for the decrease in the electric voltage and to recover the surplus electric power among the regenerated electric power generated by the regenerative brake of the electric vehicle, a power recovery device and a power storage device are provided.

Conventionally, in a power recovery device or a power storage device, when the current flowing through the wire or the voltage (bus voltage) of the wire near the substation is detected and the detected current value of the wire exceeds a predetermined value. Alternatively, there is an invention in which a control is performed such that discharge is performed when the detected electric current voltage value falls below a predetermined value, and charging is performed in the opposite case (see, for example, Patent Documents 1 and 2).

Japanese Unexamined Patent Publication No. 2012-180078 Japanese Unexamined Patent Publication No. 2011-155716 JP-A-2017-121835

However, when a running train is performing regenerative braking and another train receiving power from the same electric wire shifts from power running to coasting or braking, it is in a regenerative light load state or regenerative. A phenomenon occurs in which the regenerative braking performance deteriorates due to an expired state. In particular, when regenerative braking occurs immediately before a station, the mechanical brake suddenly operates to compensate for the regenerative braking, which reduces the ride quality of the train and makes it difficult for the automatic driving system to stop the train in place. As a result, there is a problem that the stability of transportation is lowered.

Further, in the electric railway power supply system, more trains may be present in one substation section than in the normal state after a power failure occurs or when the timetable is disturbed. Then, when those trains accelerate at the same time, they may momentarily require power exceeding the power capacity of the substation, which causes a failure of the substation system.
Therefore, the operation section from the current station to the next station is divided into a plurality of sections based on the change point of the notch position or the change point of the gradient corresponding to the predetermined operation curve of the train to be controlled, and the divided plurality of sections. Based on the notch position and gradient classification for each section, the temporary control mode is determined from the charge control mode, standby control mode, and discharge control mode for the control mode of the on-board power storage device, and the operation section is set as the train to be controlled. An invention relating to a train storage battery control device has been proposed in which one of the temporary control modes is determined as the control mode based on the instantaneous power integrated value for each section of the entire train including other trains running in parallel. (For example, Patent Document 3).

However, the invention of Patent Document 3 cannot be applied to a train not provided with an on-board storage battery. Further, since the storage battery is controlled in each train, there is a problem that coordinated control cannot be performed between a plurality of trains.
In addition, conventionally, the voltage sent by the substation to the electric wire that supplies electric power to the electric vehicle is controlled according to the electric power demand, but if the electric voltage is set higher, the regeneration expires. There is a problem that it becomes easy to do so and the efficiency decreases in a power supply system equipped with a power storage facility or a solar power generation facility.

The present invention has been made by paying attention to the above-mentioned problems, and it becomes difficult to reduce the riding comfort due to the occurrence of regenerative expiration in the braking train or to stop the train of automatic operation control at a fixed position. It is an object of the present invention to provide a power supply system for electric railways which can prevent the brakes from being damaged.
Another object of the present invention is to provide an electric railway power supply system capable of suppressing the influence of changes in the power supply and demand environment on train control.
Still another object of the present invention is to provide an electric railway power supply system capable of improving efficiency in a power system including a power storage facility and a photovoltaic power generation facility.

In order to solve the above problems, the invention according to the present application is
An on-board device having a function of running a train by controlling a traveling drive device and a braking device having a regenerative braking function, a ground device capable of transmitting control information to the on-board device, information on a timetable schedule, and information on a timetable. For electric railways equipped with an operation management device equipped with a database that stores information on the traveling section and an electric power system that supplies the electric power required for the train to travel to the electric wires laid along the track. It ’s a power supply system.
The power system includes a plurality of power facilities and a power management device for managing the supplied power, and the plurality of power supply facilities and the power management device are connected by a first communication network.
The on-board device includes an information transmitting / receiving means capable of transmitting / receiving information to / from the ground device, and a control means for controlling the traveling driving device and the braking device to control the train traveling speed.
The ground device can grasp the position of each train, determine whether there is a train entering a predetermined deceleration section based on the information received from the operation management device, and can determine whether there is a train entering a predetermined deceleration section, and the power supply facility from the power management device. It is possible to receive information on the power supply and demand of
Based on the information regarding the power supply and demand received from the power management device and the voltage received from the electric wire by the train entering the deceleration section, the power consumption status of the train is determined, and control according to the power consumption status is performed. Information is transmitted to the on-board device,
The on-board device is configured to control the braking device based on the received control information.

According to the electric railway power supply system configured as described above, the ground device grasps the position of each train, and when there is a train entering a predetermined deceleration section, it relates to the power supply and demand received from the power management device. The power consumption status of the train is determined based on the information, control information according to the power consumption status is transmitted to the on-board device, and the on-board device is a braking device based on the received control information (regeneration enable / disable command). Therefore, it is possible to prevent the ride comfort of the train from being lowered or the train under automatic operation control from being difficult to stop at a fixed position due to the occurrence of regeneration expiration during braking control.

Here, preferably, the power supply equipment is a substation and a power storage device.
The information regarding the power supply and demand shall be the feeder sending voltage of the substation and the charge rate of the power storage device.
According to such a configuration, when the power system is equipped with a power storage device, the ground device determines the power consumption status of the train based on the information including the charge rate of the power storage device received from the power management device, and powers the train. Since control information according to the consumption status can be transmitted to the on-board device, the ride quality may deteriorate due to the occurrence of regeneration expiration in the train under braking control, or the train with automatic operation control may be stopped at a fixed position. It can be prevented from becoming difficult.

Further, preferably, the ground device grasps the position of the train traveling within the predetermined range, determines the operating state of each of the trains traveling within the predetermined range, and performs the power running operation. The total value of the power consumption amount and the regenerative power amount due to the regenerative braking is calculated, and based on the calculated total value and the information on the power supply and demand, the on-board device of the train traveling within the predetermined range is used. It is configured to generate and transmit each control information to be transmitted.

According to the above configuration, for all trains running within a predetermined range, the total value of the power consumption due to power running and the regenerative power due to regenerative braking is calculated and the control information for each train is calculated. Therefore, it is possible to suppress the influence of train control due to fluctuations in the power supply and demand environment caused by the simultaneous running of a plurality of trains in a predetermined area.

Further, preferably, the ground device and the operation management device are connected by a second communication network.
The power management device and the ground device are configured to be connected by a third communication network.
According to such a configuration, the power supply system of the present invention can be constructed by newly providing a third communication network for connecting the power management device and the ground device while using the existing communication network as it is. Therefore, it is possible to suppress an increase in cost associated with system construction.

Further, the on-board device is an automatic operation in which the traveling drive device and the braking device are controlled according to a traveling pattern read from a storage device or a traveling pattern generated based on information from the ground device to drive a train. It may be an on-board device of a controlled train.
In the case of trains that are not under automatic driving control, by notifying the positions of other trains on the monitor of the driver's cab, experienced drivers can operate in consideration of the effects of rehabilitation expiration, but as described above. According to the configuration, even in a train with automatic driving control, the braking device is controlled so that the on-board device does not regenerate and expire when the on-board device affects the transportation stability, and the ride quality deteriorates, or the train with automatic driving control is placed in a fixed position. It is possible to prevent it from becoming difficult to stop with.

According to the electric railway power supply system according to the present invention, it is possible to prevent the ride comfort of the train from being lowered due to the occurrence of regenerative expiration and the difficulty of stopping the train of automatic operation control at a fixed position. be able to. Further, according to the present invention, there is an effect that it is possible to suppress the influence of the influence on the train control due to the fluctuation of the power supply and demand environment.

It is a system block diagram which shows one Embodiment of the electric railway power supply system which concerns on this invention. It is a flowchart which shows an example of the procedure of the control processing by the ATO ground apparatus in the electric railway power supply system of embodiment. It is a flowchart which shows an example of the procedure of 1 train regeneration command processing in the regeneration determination processing of FIG. It is a flowchart which shows an example of the procedure of the multiple train regeneration command processing in the regeneration determination processing of FIG. It is a flowchart which shows an example of the procedure of the regeneration enable / invalid process by the ATO on-board device in the electric railway power supply system of embodiment.

Hereinafter, an embodiment in the case where the electric railway power supply system according to the present invention is applied to an automatic train operation system will be described with reference to the drawings. FIG. 1 is a system configuration diagram showing an embodiment of the entire electric railway power supply system according to the present invention.

As shown in FIG. 1, the electric railway power supply system according to the present embodiment includes a transformer and a rectifier, and has a plurality of electric power having a electric voltage control device 11 and a power storage device 12 for controlling the voltage sent to the electric wire. Substations 10A, 10B ... And the network central device 30 of the power command room that sends power supply commands to each substation are provided in the communication network 21 composed of transmission lines and the like and each substation. It is connected so that data can be transmitted and received via the local network terminal 13. The network central device 30 acquires information such as the feeder sending voltage from the feeder voltage control device 11 of each substation and information such as the charging rate from the power storage device 12 to grasp the power supply / demand environment.

Further, the train operation system 40 that receives power from the substation is an operation management device 41 having a database that stores planned timetable information, implementation timetable information, vehicle IDs (identification codes) of all trains under control, and the like. The ATO on-board device 42 mounted on a plurality of trains and the ATO ground device 43 that generates control information of the ATO on-board device 42 are connected to each other via a communication network 22 so as to be able to transmit and receive data. Under the control of the ATO on-board device 42, a power running / braking control unit is provided that controls a motor and a brake as a traveling drive device to perform power running and braking.
The communication between the ATO on-board device 42 and the ATO ground device 43 is wireless communication, and may be in the form of transmitting and receiving information via a ground element provided at a predetermined position on the track, or may be used as a current in the track circuit. It may be in the form of transmitting and receiving information by the carried signal. Further, the digital train radio used on the existing line may be used.

In the present embodiment, the ATO ground device 43 and the power system network central device 30 are connected so as to be able to transmit and receive data via a communication network 23 composed of a transmission line or the like, and the ATO ground device 43 is connected to the electric power system. It is configured so that information on the power supply and demand environment can be acquired from the network central device 30 of the system and a control command (command) can be transmitted to the ATO on-board device 42.
The ATO ground device 43 includes a non-volatile storage device such as a ROM that stores a microprocessor (MPU) and a program executed by the MPU, and a read-write memory such as a RAM that stores a substation ID, a vehicle ID, and the like. It consists of a device and network communication means. The program stored in the storage device includes a program that executes the regeneration determination process described later.

Further, the ATO ground device 43 acquires the implementation timetable information from the operation management device 41 and information such as the vehicle ID, the train position, the driving direction, and the driving mode from the ATO on-board device 42 to grasp the train operation status. , It is configured to have a function of generating an appropriate control command to be transmitted to the ATO on-board device 42. The storage devices of the ATO on-board device 42 and the ATO ground device 43 store the position information of the TASC (train automatic stop control) section together with the code for identifying the section.
A power running / braking control unit 45 composed of a VVVF inverter device and a braking device is connected to the ATO on-board device 42 via a vehicle information management device 44 mounted on the train. The mechanical brake device (air brake), VVVF inverter, etc. are controlled in response to the power running / brake notch command transmitted from the power running / braking control unit 45 and the regeneration enable / disable command described later.

Further, the ATO on-board device 42 reads out a running pattern (ATO pattern) stored in advance in the on-board storage device, or sets a running pattern based on information such as the next station stop time from the ATO ground device 43. It is generated, and a necessary notch command is output to the power running / braking control unit 45 based on the traveling pattern and the position and traveling speed of the train at that time, and the driving device (motor) and the braking device are controlled according to the traveling pattern. It has a function to run.
In the case of a train with automatic operation control, the on-board system of each train includes the ATO ground device 43, the vehicle information management device 44, the power running / braking control unit 45, and a master controller provided in the driver's cab of the vehicle. A switch device equipped with a departure permission switch for automatic driving, an ATC on-board device that controls the braking device based on stop position information from the ATC ground device of the station security system, and between the ATO on-board device 42 and an external device. A communication device for communicating with the vehicle, a storage device for storing a program executed by the ATO on-board device 42 and a vehicle ID, a speed generator for detecting the number of rotations of wheels for calculating the traveling speed and the traveling distance, and the like are provided. There is.

In the electric railway power supply system of the present embodiment, when there are a plurality of substations, the zones (sections) of each substation are registered (set). Then, when the system is started, in the power system, as a preparatory step, the network central device 30 communicates with the network local terminal 13 to obtain the ID (identification code) of the substation and the master clock information for time synchronization. Communicate.
After that, the network central device 30 periodically acquires and stores information such as the value of the feed voltage to the feeder and the charging rate from the feeder voltage control device 11 and the power storage device 12 of each substation. The unit information trace processing is started.

On the other hand, when the system is started, in the train operation system 40, as a preparatory step, the ATO ground device 43 communicates with the network central device 30 of the electric power system, and the master clock information is used for database version information and time correction. To exchange. In addition, the ATO ground device 43 communicates with the ATO on-board device 42 of all trains under its control to check the consistency and synchronize the time.
After that, the ATO ground device 43 starts a process of acquiring information such as the ID of the on-board device, the train position, the driving direction, the ATO operation mode, and the formation load (boarding rate) from the ATO on-board device 42 of each train. , The regeneration determination process for determining the validity / invalidity of regeneration, which is a feature of the present invention, is executed.

Next, the procedure of the control process executed by the ATO ground apparatus 43 in the electric railway power supply system of the present embodiment will be described with reference to the flowchart of FIG.
When the control process of FIG. 2 is started, the ATO ground device 43 first requests the database version information and the time information from the network central device 30 of the power command room and the ATO on-board device 42 of each train. Check the consistency of each other's versions and times (step S1). In addition, the operation management device 41 is requested for the plan timetable information, and the train number described in the plan timetable and the vehicle ID of each train (ATO on-board device) are linked based on the acquired plan timetable information. (Step S2). As a result, the ATO ground device 43 can grasp the scheduled departure / arrival times of each train at the scheduled station.

Subsequently, the ATO ground device 43 determines whether or not control can be started based on the processing results of steps S1 and S2 (step S3). Then, when it is determined that the power system is not ready, the process proceeds to step S4, the status is displayed on the command terminal of the operation management device 41, and the control process is terminated. Further, if it is determined in step S3 that both the electric power system and the operation management system are ready, the process proceeds to step S5. Further, if it is determined in step S3 that only some vehicles of the operation management system are not ready, the process proceeds to step S5 by designating the IDs of some uncontrollable vehicles. Then, in step S5, the controllable vehicle ID is determined.

Next, the ATO ground device 43 sets the train group control start flag linked with the electric power system, and starts control for each substation zone (step S6). Then, first, the ATO ground device 43 requests the position information from the ATO on-board device 42, and the position, running speed, and the like of each train are grasped (step S7). When a position information request is made from the ATO ground device 43 to the ATO on-board device 42, the train speed and train position information (about km) that the ATO on-board device 42 grasps based on the signal of the speed generator or the like. , The data packet containing the operation direction information (up / down), the operation mode, and the vehicle ID is transmitted to the ATO ground device 43. As a result, the ATO ground device 43 can grasp the current position and operation mode of each train. Driving modes include power running, coasting, braking and the like.

Next, based on the information of the track circuit and the like, it is determined whether or not an uncontrollable train is present in the controlled substation zone (for example, substation A) (step S8).
Here, if it is determined that an uncontrollable train is present (Yes) in the controlled substation zone, the process returns to step S7. Further, if it is determined in step S8 that no uncontrollable train is present (No), the train proceeds to step S9 and there is a train entering the TASC (fixed position stop control) section set immediately before the station. If there is a train that has entered the TASC section, the train is used as the reference train, and the regeneration start time and the expected stop time are calculated by calculation (step S10).

Subsequently, the ATO ground device 43 requests and acquires the power transmission voltage of the substation (A) and the charge rate of the power storage device from the network central device 30 of the power system, and in the controlled substation zone. Calculate the electric energy based on the operation mode information of all the trains in, and calculate the electric voltage drop at the pantograph point of each train in the zone from the electric energy and the electric power sending voltage value received from the substation. (Step S11).
After that, the control mode for the train group in the zone is determined based on the calculated power consumption amount and the electric voltage drop amount (step S12), and for example, one train that controls the enable / disable of regenerative braking for one train. The mode shifts to the control mode a (step S13) for performing the regenerative command processing or the control mode b (step S14) for performing the multiple train regenerative command processing for controlling the enable / disable of the regenerative braking for two or more trains. If neither control mode a nor b is selected, the process returns to step S7.

FIG. 3 shows the specific processing content of the control mode a in the step S13, and FIG. 4 shows the specific processing content of the control mode b in the step S14.
In the control mode a that controls the enable / disable of regenerative braking for one train, as shown in FIG. 3, the traveling speed of the train that first enters the TASC section and is trying to perform regenerative braking (acquired in step S7). And the voltage at the pantograph point (calculated in step S11), the regenerative electric energy is calculated (step S31). Subsequently, a load consumption determination (step S32) is performed based on the calculated regenerative electric energy and the charge rate of the power storage device (acquired in step S11), and the charge rate of the power storage device is low and regenerative expiration may occur. If there is no such, the process proceeds to step S33, and a control command indicating that regeneration is effective is transmitted to the ATO on-board device 42 of the corresponding train together with the TASC section information supplement.

Further, when the charge rate of the power storage device is high and there is a possibility that the regeneration expires, the process proceeds to step S34, and a control command indicating the regeneration invalidity is transmitted to the ATO on-board device 42 of the corresponding train. Further, if there is no possibility that the regeneration expires when entering the TASC section, but there is a possibility that the regeneration expires in the middle, the process proceeds to step S35, and the limited regeneration with the information of the regenerative section (mileage) added. The effective control command is transmitted to the ATO on-board device 42 of the corresponding train.
The ATO on-board device 42 that has received the commands transmitted in steps S33 to S35 sends a control signal corresponding to each command to the power running / braking control unit 45, and controls the power running / braking control unit 45 according to the command. To execute. Then, after the train is stopped, the received command is reset.

In the control mode b that controls the enable / disable of regenerative braking for two or more trains, as shown in FIG. 4, first, the operation modes of all trains in the same zone (substation A) within a predetermined time. Based on the above and the traveling speed, the load power consumption or the amount of regenerative power generated by the power running in each train is calculated and added up (step S41). Subsequently, the load consumption determination (step S42) is performed based on the calculated total electric energy and the charge rate of the power storage device, and even if two or more trains out of the plurality of trains trying to regenerative braking perform regenerative braking. If there is no possibility that the regeneration will expire, the process proceeds to step S43, and a control command indicating that the regeneration is valid is transmitted to the ATO on-board devices 42 of a plurality of trains.

In addition, if the charging rate of the power storage device is high to some extent and there is a risk that regeneration will expire if two or more trains regenerate, the process proceeds to step S44, and the ATO vehicle of the train that first enters the TASC section. A control command indicating that regeneration is valid is transmitted to the upper device 42 together with TASC section information, and a control command indicating that regeneration is invalid is transmitted to the ATO on-board device 42 of the remaining trains. Further, if there is no possibility that the regeneration expires when entering the TASC section, but there is a possibility that the regeneration expires in the middle, the process proceeds to step S45, and the ATO on-board device 42 of the train that first enters the TASC section. A limited regeneration effective control command with information on regenerative conditions (vehicle speed, etc.) is sent to.

Further, if the charge rate of the power storage device is high and there is a risk that regenerative braking will occur if any one train regeneratively brakes, the process proceeds to step S46, and a control command indicating that regeneration is invalid is issued to all trains in the zone. Is transmitted to the ATO on-board device 42 of.
The ATO on-board device 42 that has received the commands transmitted in steps S33 to S46 sends a control signal corresponding to each command to the power running / braking control unit 45, and controls the power running / braking control unit 45 according to the command. To execute. Then, after the train is stopped, the received command is reset.

Next, the procedure of the process executed by the ATO on-board device 42 in the electric railway power supply system of the present embodiment will be described with reference to the flowchart of FIG.
When the master controller provided in the driver's cab of the vehicle is activated, the ATO on-board device 42 is activated and the process according to the flowchart of FIG. 5 is started.
When the process of FIG. 5 is started, the ATO on-board device 42 first requests the ATO ground device 43 for database version information and time information, and checks the consistency of each other's versions and times (step). S51).

After that, when the ATO on-board device 42 receives an information transmission request from the ATO ground device 43, the ATO on-board device 42 provides information such as the ID of the on-board device, the train position, the driving direction, the ATO operation mode, and the knitting load (boarding rate). It is transmitted to 43 (step S52). The transmission of such information may be performed when a transmission request is received from the ATO ground device 43, or the ATO on-board device 42 may periodically transmit the information by timer processing or the like.

Next, the ATO on-board device 42 determines whether or not the control command transmitted from the ATO ground device 43 has been received (step S53), and when the control command is received, proceeds to step S54, and based on the received control command. Determine the control mode. If it is determined in step S53 that the control command has not been received (No), the process returns to step S52.
When the received control command is a regeneration valid command, the ATO on-board device 42 determines that the regeneration valid mode is in effect, shifts from step S54 to step S55, and the TASC section information added to the control command and its own train. The timing is determined from the position, and the brake command signal and the regenerative effective control signal are sent to the power running / braking control unit 45 to execute the regenerative braking.

If the received control command is a limited regeneration enabled command, it is determined that the condition is in the conditional regeneration enabled mode, the process shifts from step S54 to step S56, and the regeneration enable condition (vehicle speed is increased) added to the command. While satisfying (such as being above the set speed), the timing is determined from the TASC section information and its own train position, and the brake command signal and regenerative effective control signal are sent to the power running / braking control unit 45 to execute regenerative braking. When the regenerative enable condition is no longer satisfied, the transmission of the regenerative effective control signal is stopped to stop the regeneration, and the braking is shifted to the braking using only the mechanical braking device.
On the other hand, if the received control command is a regeneration invalid command, it is determined that the regeneration is valid mode, the process proceeds from step S54 to step S57, and the timing is determined from the TASC section information and its own train position. A brake command signal and a regeneration invalidation control signal are sent to the power running / braking control unit 45 to execute braking only by a mechanical braking device that does not involve regeneration.

As described above, in the above embodiment, if there is a risk that regenerative braking will occur when the train enters the TASC section and performs regenerative braking under the conditions of the electric power system, the ATO ground device 43 is used. A regenerative invalidation command is sent to the ATO on-board device 42, and the ATO on-board device 42 does not perform regenerative braking. Therefore, sudden regenerative invalidation is avoided while decelerating immediately before the station, and the ride quality is improved. It is possible to prevent the train from dropping or making it difficult to stop the train with automatic operation control in a fixed position.

Although the embodiment of the present invention has been described above, the present invention is not limited to the above embodiment, and various modifications and modifications can be made. For example, in the above embodiment, the ATO on-board device 42 calculates its own position from the mileage calculated based on the signal from the speed generator 25 provided on the axle of the train, but it is mounted on the train. The position of the own train may be grasped based on the information from the signal receiving device of the GPS (Global Positioning System). Further, the ATO ground device 43 may determine the train position based on the information of the track circuit.

Further, in the above embodiment, the case where the electric power system is applied to the system equipped with the electric power storage facility has been described, but the present invention can also be applied to the system in which the electric power system is equipped with the photovoltaic power generation facility. ..
Further, in the above embodiment, the case where the train to be controlled is an automatic operation train equipped with an automatic operation control device has been described as an example, but the present invention is also applied to a system in which a normal train that is not automatic operation runs. be able to.

10 Substation 11 Electric voltage control device 12 Power storage device 21-23 Communication network 30 Power command network Central device 40 Train operation system 41 Operation management device 42 ATO on-board device (automatic operation control device)
43 ATO ground equipment 44 Vehicle information management equipment 45 Power running / braking control unit

Claims (5)

An on-board device having a function of running a train by controlling a traveling drive device and a braking device having a regenerative braking function, a ground device capable of transmitting control information to the on-board device, information on a timetable schedule, and information on a timetable. For electric railways equipped with an operation management device equipped with a database that stores information on the traveling section and an electric power system that supplies the electric power required for the train to travel to the electric wires laid along the track. It ’s a power supply system.
The power system includes a plurality of power supply facilities and a power management device for managing the supplied power, and the plurality of power supply facilities and the power management device are connected by a first communication network.
The on-board device includes an information transmitting / receiving means capable of transmitting / receiving information to / from the ground device, and a control means for controlling the traveling driving device and the braking device to control the train traveling speed.
The ground device can grasp the position of each train, determine whether there is a train entering a predetermined deceleration section based on the information received from the operation management device, and can determine whether there is a train entering a predetermined deceleration section, and the power supply facility from the power management device. It is possible to receive information on the power supply and demand of
Based on the information regarding the power supply and demand received from the power management device and the voltage received from the electric wire by the train entering the deceleration section, the power consumption status of the train is determined, and control according to the power consumption status is performed. Information is transmitted to the on-board device,
The on-board device is a power supply system for electric railways, which is configured to control the braking device based on received control information. The power supply equipment is a substation and a power storage device.
The electric power supply system for an electric railway according to claim 1, wherein the information regarding the electric power supply and demand is the electric power delivery voltage of the substation and the charge rate of the electric power storage device. The ground device grasps the position of the train traveling within the predetermined range, determines the operating state of each of the trains traveling within the predetermined range, and determines the power consumption associated with the power running operation. Control to calculate the total value of the regenerated electric energy associated with regenerative braking and transmit it to the on-board device of the train traveling within the predetermined range based on the calculated total value and the information on the power supply and demand. The electric railway power supply system according to claim 1 or 2, wherein the information is configured to be generated and transmitted, respectively. The ground device and the operation management device are connected by a second communication network.
The electric railway power supply system according to any one of claims 1 to 3, wherein the power management device and the ground device are connected by a third communication network. The on-board device is an automatic operation control that controls the traveling drive device and the braking device according to a traveling pattern read from a storage device or a traveling pattern generated based on information from the ground device to drive a train. The electric railway power supply system according to any one of claims 1 to 4, wherein the device is an on-board device of a train.

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