JP2022083391A - Train energy cable supply control method and device - Google Patents

Abstract

To provide a train energy cable supply control method and device which increase battery efficiency, and enable optimal energy management.SOLUTION: A train energy cable supply control method includes: an operation mode determination step of determining an operation mode of a train; a cable supply step of operating a super capacitor in the train as a discharge mode, and supplying charge energy of the super capacitor to the cable when determining that the train is determined to an inverse mode; and a super capacitor charge step of operating the super capacitor as a charge mode, and charging the super capacitor by regenerative power generated from a motor when determining that the train is determined to a brake mode. Therefore, the method increases efficiency of a battery mounted and arranged in the train, and enables optimal energy management.SELECTED DRAWING: Figure 3

Description

The present invention relates to the energy overhead wire supply control technique of a train, and more specifically, supplies the energy charged in the supercapacitor to the overhead wire in the retrograde mode of the train, and supplies the energy of the battery to the overhead wire when the supercapacitor is discharged. The present invention relates to energy overhead wire supply control methods and devices for trains capable of increasing battery efficiency and optimal energy management.

The demand for electric trains and the demand for environmentally friendly energy are increasing, and the demand for energy storage equipment (ESS) is also increasing rapidly. As a result, there is a growing interest in the technology of charging and storing electric energy in trains.

Trains that run along the rails will operate by repeating running and stopping, but energy will be used more at the time of stopping and at the time of departure than at the time of running.

In the case of a train that operates using battery charging, the battery installed in the vehicle is charged first, and the train runs for a certain section until all the energy of the battery is exhausted, or another overhead wire to assist the battery is installed. A hybrid train system with / without overhead lines to be installed at the same time has been developed.

On the other hand, train batteries require recharging due to battery capacity limitation, and for this reason, techniques for rapidly charging the batteries at each station have been developed.

However, due to the frequent charging and discharging of the battery, the life of the battery may be shortened, and when using only the battery, when a large amount of power is required for a short period of time such as when accelerating a train. May cause problems that cannot be dealt with. If the battery capacity is designed according to the amount of power required for operation in order to supply a large amount of power in a short period of time, a battery that is much larger than the energy required for operation is required and the weight is very heavy. There is a problem of becoming.

Reference 1 below relates to a train operation system between stops via quick charging, which includes a train, multiple power supply units, and a central control unit, and the train stops at each of a plurality of station buildings. Equipped with a quick charge storage device that stores the charged energy and all the regenerative energy generated during braking during the passenger boarding and disembarking time, multiple power supply units are installed in each of the station buildings, and trains stop at the station building. During this time, the energy is quickly charged to the quick charge storage device, and the central control unit controls the energy charge to the quick charge storage device based on the stop time of the train, the distance between the station buildings, and the charge amount of the quick charge storage device. Disclose the technology to be used.

Reference 2 below relates to a method for quickly charging a battery for an electric vehicle, in which a charger is connected to the battery to be charged to prepare for quick charging, and the battery is charged at 0.3C to 0.5C for a certain period of time. Allows the battery to be quickly charged, including the step of quick charging during the period and the step of ending the charging when the battery charging time elapses, and the electric vehicle is operated for a long time without replacing the battery. Disclose the technology that enables it.

Republic of Korea Registered Patent No. 10-1776008 Republic of Korea Published Patent No. 10-2012-0051263 Gazette

In one embodiment of the present invention, the energy charged in the supercapacitor is supplied to the overhead wire in the retrograde mode of the train, and the energy of the battery is supplied to the overhead wire when the supercapacitor is discharged to improve the battery efficiency and optimal energy management. Provides energy overhead wire supply control methods and devices for trains that are capable of this.

One embodiment of the present invention provides a train energy overhead wire supply control method and device capable of mounting a battery and a supercapacitor together on a train and appropriately supplying electric power depending on the operation mode of the train.

One embodiment of the present invention provides a train energy overhead wire supply control method and device capable of charging a supercapacitor with the regenerative power of an electric motor to reduce energy during train braking.

Among the embodiments, the energy overhead wire supply control method for the train is an operation mode determination step for determining the operation mode of the train, and if the train is determined to be in the retrograde mode, the supercapacitor in the train is operated as a discharge mode. , The overhead wire supply step for supplying the charging energy of the supercapacitor to the overhead wire, and if the train is determined to be in the braking mode, the supercapacitor is operated as the charging mode and the regenerative power generated from the electric motor is used to operate the supercapacitor. Includes a supercapacitor charging step to charge.

If the charging energy of the supercapacitor is discharged to a set reference voltage, the overhead wire supply step can operate the battery as a discharge mode and supply the charging energy of the battery to the overhead wire.

In the overhead wire supply step, if the train is determined to be in the retrograde mode, the supercapacitor and the battery are operated as a discharge mode, and the charging energy of the supercapacitor and the charging energy of the battery are both evenly connected to the overhead wire. Can be supplied.

In the overhead wire supply step, if the charging energy of the supercapacitor is discharged to a set reference voltage, only the charging energy of the battery can be supplied to the overhead wire.

In the embodiment, the energy overhead line supply control method for a train includes a battery charging step in which the battery is operated as a quick charge mode when the train is stopped at a station, and the battery is quickly charged with the stored power of the quick charging device. Further can be included.

In the embodiment, the energy overhead wire supply control device of the train is supplied to the overhead wire from at least one of a battery mounted on the train, a supercapacitor mounted on the train, the battery and the supercapacitor. A DC-DC converter that outputs energy to an electric motor and feeds back the regenerated power of the electric motor to the supercapacitor side, and in the retrograde mode of the train, the energy charged in the supercapacitor is sent to the overhead wire before the battery. It is provided with an energy supply control unit that controls the supply so that the energy charged in the battery is supplied to the overhead wire when the energy of the supercapacitor is discharged to a set reference voltage.

The energy supply control unit can control the supercapacitor and the battery so that the energy charged in each of the supercapacitor and the battery is evenly supplied to the overhead wire in the retrograde mode of the train.

The energy supply control unit can control the supercapacitor to be charged by the regenerative power generated from the electric motor in the braking mode of the train.

The train energy overhead wire supply control method and device according to the embodiment of the present invention supply the energy charged in the supercapacitor to the overhead wire in the retrograde mode of the train, and supply the battery energy to the overhead wire when the supercapacitor is discharged. This improves battery efficiency and enables optimal energy management.

In the energy overhead wire supply control method and device for a train according to an embodiment of the present invention, a battery and a supercapacitor are both mounted on the train, and electric power can be appropriately supplied depending on the operation mode of the train.

The energy overhead wire supply control method and device for a train according to an embodiment of the present invention can charge a supercapacitor with the regenerative power of a motor to reduce energy during train braking.

It is a figure explaining the energy overhead wire supply control device of the electric motor which concerns on one Embodiment of this invention. It is a sequence diagram explaining one embodiment of the energy overhead wire supply control process of the electric motor performed by the energy overhead wire supply control device of the train of FIG. 1. It is a figure which shows the energy supply system of the energy overhead wire supply control device of the electric train which concerns on one Embodiment. It is a graph which shows the energy state supplied to the overhead wire of the train which concerns on one Embodiment.

As the description of the invention is merely an embodiment for structural or functional description, the scope of rights of the invention should not be construed as limited by the embodiments described herein. That is, it must be understood that the scope of rights of the present invention includes equivalents that can realize the technical idea, as the embodiments are variable and can have different embodiments. Also, since the object or effect presented in the present invention does not mean that a particular embodiment must include all of it or only such effect, the scope of the present invention is this. Should not be understood to be limited by.

On the other hand, the meaning of the terms described in this application must be understood as follows.

Terms such as "first" and "second" are intended to distinguish one component from the other, and these terms shall not limit the scope of rights. For example, the first component may be named the second component, and the second component may be similarly named the first component.

When it is mentioned that one component is "connected" to another component, it may be directly connected to the other component, but there may be other components in between. Must be understood. On the other hand, when it is mentioned that one component is "directly linked" to another, it must be understood that there is no other component in between. On the other hand, other expressions that explain the relationship between the components, such as "between" and "immediately between" or "next to" and "directly adjacent to", are analyzed in the same way. Must.

Singular expressions must be understood to include multiple expressions unless they have a distinctly different meaning in context, and terms such as "contain" or "have" are the features, numbers, etc. implemented. It seeks to specify the existence of stages, actions, components, components or combinations thereof, with one or more other features or numbers, stages, actions, components, components. Or it must be understood that the existence of a combination of these, or the possibility of addition, is not excluded in advance.

In each step, the identification code (eg, a, b, c, etc.) is used for convenience of explanation, the identification code does not explain the order of each step, and each step is Contextually, it can happen differently than the stated order unless explicitly stated in a particular order. That is, the steps may occur in the same order as specified, may occur at substantially the same time, or in the reverse order.

The present invention can be realized by a code that can be read by a computer on a recording medium that can be read by a computer, and the recording medium that can be read by a computer stores data that can be read by a computer system. Includes all types of recording devices. Examples of recording media that can be read by a computer include ROM, RAM, CD-ROM, magnetic tape, floppy disk, optical data storage device, etc., and in the form of carrier wave (for example, transmission via the Internet). Including being realized. Further, the recording medium that can be read by a computer is distributed to a computer system connected by a network, and a code that can be read by the computer can be stored and executed in a distributed manner.

The terms used herein are solely for the purpose of describing particular embodiments and are not intended to limit the invention. All terms used herein have the same meanings as commonly understood by those with ordinary knowledge in the field to which the invention belongs, unless defined as different meanings. Terms defined in commonly used dictionaries must be parsed to be consistent with the contextual meaning of the relevant art and are ideal or overly defined unless expressly defined in this application. It should not be construed as having a formal meaning.

FIG. 1 is a diagram illustrating an energy overhead wire supply control device for a train according to an embodiment of the present invention.

As shown in FIG. 1, the energy overhead wire supply control device 100 of a train can include a battery 110, a supercapacitor 120, a DC-DC converter 130, an inverter 140, an electric motor 150, and an energy supply control unit 160.

The battery 110 and the supercapacitor 120 are each mounted on a train and are energy supply sources for supplying energy necessary for driving the electric motor 150.

The DC-DC converter 130 controls opening and closing so that the battery 110 and the supercapacitor 120 are operated in the charge mode or the discharge mode according to the control signal of the energy supply control unit 160. The battery 110 and the supercapacitor 120 operate as a charge mode or a discharge mode under the control of the DC-DC converter 130.

The inverter 140 supplies the energy required to drive the electric motor 150. The inverter 140 converts the energy input via the DC-DC converter 130 into alternating current (AC), drives the electric motor 150, and propels the train.

The electric motor 150 is installed in a train and is driven by electric power transmitted via an inverter 140 to generate a train propulsion force.

The energy supply control unit 160 controls the DC-DC converter 130 so as to supply the energy charged to at least one of the battery 110 and the supercapacitor 120 according to the operation mode of the train. In one embodiment, the energy supply control unit 160 controls the DC-DC converter 130 so that the supercapacitor 120 is first operated as the discharge mode in the retrograde mode section of the train, and the supercapacitor 120 is supervised via the DC-DC converter 130. The energy charged in the capacitor 120 is supplied to the overhead wire first. Here, by using the high-power supercapacitor 120 first in the retrograde mode of the train, the load on the battery 110 can be reduced and the usage efficiency of the battery 110 can be improved. The energy supply control unit 160 continuously monitors the charging state of the supercapacitor 120, and when the supercapacitor 120 is discharged to the set reference voltage, the operation of the supercapacitor 120 is stopped and the battery 110 is set to the discharge mode. The DC-DC converter 130 is controlled so as to be operated so that the energy charged in the battery 110 is supplied to the overhead wire via the DC-DC converter 130.

In one embodiment, the energy supply control unit 160 evenly supplies the energy of the battery 110 and the supercapacitor 120 to the overhead wire in the retrograde mode section of the train, and if the supercapacitor 120 is discharged to the set reference voltage, It is also possible to control the energy to be supplied to the overhead wire only through the battery 110.

The energy supply control unit 160 can control the supercapacitor 120 to charge the regenerative power generated when the electric motor 150 is braked in the braking mode section of the train. The electric motor 150 comes to operate as a generator when braking a train, and the electric energy generated at this time is called regenerative electric power. In one embodiment, the energy supply control unit 160 controls the DC-DC converter 130 in the braking mode section of the train, operates the supercapacitor 120 as the charging mode, and charges the supercapacitor 120 with the regenerative power of the motor 150. .. Here, the DC-DC converter 130 receives feedback input via the inverter 140 and outputs the regenerative power generated by the electric motor 150 to the supercapacitor 120.

The energy supply control unit 160 can control the battery 110 to be charged with the charging power supplied from the quick charging device (not shown) in the quick charging mode section due to the stop of the train. The quick charging device can be installed at each train starting / ending station or station. In one embodiment, the energy supply control unit 160 controls the DC-DC converter 130 in the quick charge mode section of the train, operates the battery 110 as the charge mode, and uses the power supplied by the quick charge device (not shown) to drive the battery. Charge 110.

Here, during the retrograde mode, which is the acceleration section of the train, the supercapacitor 120 mounted on the train is used, the battery 110 is used during or after the retrograde mode, and the regenerated energy is loaded during the braking mode. Optimal energy management can be performed by performing an energy supply control process to be transmitted to the supercapacitor 120. For example, by maximizing the use of the supercapacitor 120 mounted on the train, a low rate of battery 110 discharge can be maintained.

FIG. 2 is a sequence diagram illustrating an embodiment of an energy overhead wire supply control process for an electric motor performed by the energy overhead wire supply control device for the electric train of FIG. 1.

As shown in FIG. 2, the energy supply control unit 160 operates the supercapacitor 120 as a discharge mode in the retrograde mode due to the departure of the train, and supplies the energy charged in the supercapacitor 120 to the overhead wire first (step). S210). The energy supply control unit 160 can also supply the energy of the battery 110 and the supercapacitor 120 evenly to the overhead wire by the required power in the retrograde mode of the train.

When the supercapacitor 120 is discharged to the set reference voltage, the energy supply control unit 160 operates the battery 110 in the discharge mode instead of the supercapacitor 120 to supply the energy charged in the battery 110 to the overhead wire. (Step S230).

The energy supply control unit 160 operates the supercapacitor 120 as a charging mode in the braking mode due to the stop of the train, and charges the supercapacitor 120 with the regenerative power generated from the electric motor 150 (step S250).

When the train is stopped, the energy supply control unit 160 operates the battery 110 as a quick charge mode, and quickly charges the battery 110 with the stored power of the quick charging device installed around the stop (step S270).

The steps will be repeated in the process of operating the train.

FIG. 3 is a diagram showing an energy supply system of an energy overhead line supply control device for a train according to an embodiment.

As shown in FIG. 3, in the retrograde mode of the train, the energy of the supercapacitor (SUPERCAPACITOR) 120 is first supplied to the overhead wire, converted into a DC voltage via the DC-DC converter (CONVERTER) 130, and converted into a DC voltage, and the inverter (INVERTER) 140 The electric motor (TM) 150 is operated in the reverse direction by converting it into direct current via ((1)).

At the moment when the supercapacitor 120 is discharged to the preset reference voltage, the discharge of the supercapacitor 120 is interrupted, the energy of the battery (BATTERY) 110 is supplied to the overhead wire, and it is converted into a DC voltage via the DC-DC converter 130. Then, it is converted into direct current via the inverter 140 and the electric motor 150 is operated in the reverse direction ((2)).

When the regenerative power of the electric motor 150 is generated in the braking mode of the train, the regenerative power is charged to the supercapacitor 120 via the inverter 140 and the DC-DC converter 130 ((3)). Energy can be saved by using the regenerative power of the motor 150 to charge the supercapacitor 120.

When the train stops at the station, the battery 110 is quickly charged by the quick charging device installed at the station ((4)).

FIG. 4 is a graph showing the energy state supplied to the overhead wire of the train according to the embodiment.

In FIG. 4, the energy supply control unit 160 first issues an energy supply command to the supercapacitor 120 side when the train is operated in the retrograde mode. The supercapacitor 120 starts discharging the energy charged by the energy supply command. For example, the supercapacitor 120 discharges the charged energy of 1000 V to a reference voltage of 750 V and supplies the energy to the overhead wire. With the supercapacitor 120 discharged to the reference voltage 750V, the energy supply control unit 160 issues an energy supply command to the battery 110 side to supply the energy of the battery 110 to the overhead wire.

The energy overhead line supply control method and device for a train according to an embodiment use a battery by preferentially supplying energy to the overhead line with a supercapacitor in the retrograde mode section of the train or by sharing the energy evenly with the battery. Can be minimized and battery life can be increased. Further, energy efficiency can be improved by charging the supercapacitor with the regenerative power of the motor in the braking mode section of the train.

Although the present invention has been described as an exemplary embodiment, those skilled in the art will appreciate that the invention can be implemented in a modified manner from the ideas and scope of the claims.

100 Train energy overhead wire supply control device 110 Battery 120 Supercapacitor 130 DC-DC converter 140 Inverter 150 Motor 160 Energy supply control unit

Claims (8)

The operation mode determination step to determine the operation mode of the train and
If the train is determined to be in the retrograde mode, the supercapacitor in the train is operated as a discharge mode, and the overhead wire supply step of supplying the charging energy of the supercapacitor to the overhead wire is
When the train is determined to be in the braking mode, the train includes a supercapacitor charging step of operating the supercapacitor as a charging mode and charging the supercapacitor with regenerative power generated from an electric motor. Energy overhead wire supply control method. The overhead wire supply step is
The train according to claim 1, wherein when the charging energy of the supercapacitor is discharged to a set reference voltage, the battery is operated as a discharge mode and the charging energy of the battery is supplied to the overhead wire. Energy overhead wire supply control method. The overhead wire supply step is
If the train is determined to be in the retrograde mode, the supercapacitor and the battery are operated as a discharge mode, and the charging energy of the supercapacitor and the charging energy of the battery are both evenly supplied to the overhead wire. The energy overhead line supply control method for a train according to claim 1. The overhead wire supply step is
The energy overhead wire supply control method for a train according to claim 3, wherein when the charging energy of the supercapacitor is discharged to a set reference voltage, only the charging energy of the battery is supplied to the overhead wire. The train according to claim 1, further comprising a battery charging step in which the battery is operated as a quick charge mode when the train is stopped at a station, and the battery is quickly charged with the stored power of the quick charging device. Energy overhead wire supply control method. The battery installed on the train and
The supercapacitor mounted on the train and
A DC-DC converter that outputs energy supplied to the overhead wire from at least one of the battery and the supercapacitor to the motor and feeds back the regenerative power of the motor to the supercapacitor side.
In the retrograde mode of the train, if the energy charged in the supercapacitor is controlled to be supplied to the overhead wire before the battery, and the energy of the supercapacitor is discharged to the set reference voltage, the said. An energy overhead wire supply control device for a train, comprising: an energy supply control unit that controls energy charged in a battery to be supplied to the overhead wire. The energy supply control unit is
The energy overhead line supply control of the train according to claim 6, wherein the energy charged in the supercapacitor and the battery is controlled to be evenly supplied to the overhead line in the retrograde mode of the train. Device. The energy supply control unit is
The energy overhead wire supply control device for a train according to claim 6, wherein the supercapacitor is controlled to be charged by the regenerative power generated from the electric motor in the braking mode of the train.

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