JP4830448B2 - Vehicle drive system - Google Patents

Description

  The present invention relates to a vehicle drive system equipped with an energy storage device such as a power storage device and a power generation device such as a diesel engine generator.

Passenger transportation by diesel vehicles using diesel engines as the power source is the mainstream on rural routes with relatively few trains on railway lines. The power train does not require overhead wires and substation facilities, so it can reduce the human power and cost required for track maintenance work, but the vehicle uses many mechanical parts such as engines and liquid transmissions. In addition to the increase in human power cost required for the vehicle, the power regeneration brake that can be used in a general train cannot be used, and thus there is a possibility that energy saving and carbon dioxide emission reduction targets cannot be achieved.
As a vehicle that solves this problem, the vehicle has power generation means and storage means, and is determined by the sum of the power generation output adjusted based on the difference between the power storage device management reference pattern and the actual power storage device storage amount and the power generated by the storage means. There is a technology for driving a railway vehicle with electric power.

JP 2004-282859 A

  However, in the technique described in Patent Document 1, when operating a long distance at a high speed such as a limited express, there is little regeneration and coasting. After that, the output from the power storage device disappears, and only the output from the power generation means. Therefore, unless the power generation device alone satisfies the acceleration force, the acceleration force will decrease, affecting the scheduled operation. give. Moreover, in order not to reduce the acceleration force, it is necessary to satisfy the acceleration force only with the power generation device or increase the capacity of the power storage device, but the former is to increase the capacity of the power generation device, and the performance of the system In addition, there is a problem of increasing the energy required for operation in order to increase the weight of the railway vehicle. In the latter case, the capacity of the power storage device that can be installed is limited because the space of the rail vehicle is limited, and furthermore, the installation of a large capacity power storage device capacity increases the weight of the rail vehicle, so that There is also a problem of increasing the energy required for the process.

  An object of the present invention is to provide a railway vehicle drive system that does not cause a decrease in acceleration force even when a long distance is operated at a high speed such as a limited express with a minimum required power generation device and a small power storage device capacity.

  The present invention includes one or more diesel engines that generate power using fuel, a power generation device that generates power using the power, a first power converter that converts the power of the power generation device, and a power storage device that stores the power converted thereby. Second power converter, power generator, and first and second power converters that mutually convert output power of the first power converter and / or power of the power storage device and power of an electric motor that drives the vehicle In order to output the maximum output power of the electric motor that drives the vehicle, the electric energy that the power storage device must assist is provided. A power storage device management curve showing the charge amount of the power storage device for each speed determined by the power storage device capacity, engine output, and acceleration characteristics, which is more than half of the power generated when the power generation device generates maximum power Has, in the operation other than during braking and during power running, a configuration in which power storage device volume determines the output of the power generator on whether the underlying or overlying the electrical storage device management curve.

  Preferably, the maximum power generation by the power generation device is configured to indicate that the diesel engine generates power with power generated by performing a maximum output operation.

  In addition, the power storage device management curve of the train control device is a power generator when the amount of charge of the power storage device when the vehicle is at speed x is the upper limit of the range of use and the railway vehicle travels at maximum acceleration from speed x to the maximum speed. Assuming that the maximum power is output, the charge / discharge power of the power storage device is calculated, and the charge amount of the power storage device for each speed is determined.

  It is possible to provide a railway vehicle drive system that does not cause a decrease in acceleration power even when a long distance is operated at a high speed such as a limited express with a minimum required power generation device and a small power storage device capacity.

  FIG. 1 is a schematic configuration diagram of a railway vehicle according to an embodiment of the present invention.

  In FIG. 1, the electric motor 2 is mounted on three of the vehicles, and the entire train is driven by the plurality of electric motors 2. Note that the number of vehicles on which the motor 2 is mounted is not limited to three, and the motor 2 may not be mounted on the leading vehicle on which the cab 10 is mounted. As the motor 2, a three-phase AC motor (induction motor or synchronous motor) is generally used. In order to supply electric power to the electric motor 2, DC power of the power storage device 6 is normally converted into an alternating current by the power conversion device 5 and supplied to the electric motor 2. In addition to the power from the power storage device 6, power is supplied to the power conversion device 5 from the power generation device 4 via the power conversion device 3.

  The power generation device 4 is configured by combining a power generation device (hereinafter abbreviated as an engine) such as a diesel engine and a generator, for example. This engine can be operated as an exhaust brake by controlling the exhaust.

  The power storage device 6 is composed of a chargeable / dischargeable power storage device such as a nickel cadmium battery, a lithium ion battery, or a lead battery. The control device 14 that controls the power storage device 6 has a function of grasping the amount of power stored in the power storage device 6 by, for example, detecting the charge / discharge current of the power storage device 6 and integrating it.

The train control device 9 receives a driver's command from the cab 10, and controls the control device 13 of the power generation device 4, the control device 12 of the power conversion device 3, the control device 11 of the power conversion device 5, the power storage device control device 14, Further, an air brake control device (not shown) is controlled.

  The power storage device 6 and the train control device 9 do not have to be mounted on a vehicle with the cab 10.

  Further, although not shown, even if the vehicle is not a multi-vehicle knitted vehicle as shown in FIG. 1 but a single-car knitted vehicle, an electric motor 2, a power converter 3, a power generator 4, a power converter 5, a power storage device 6, train control device 9, driver's cab 10, control device 11 of power converter 5, control device 12 of power converter 3, control device 13 of power generator 4, control device 14 of power storage device 6, and air brake (not shown) The present invention is applicable as long as a control device is included.

  FIG. 2 shows an example of the relationship between the output of the engine power control notch and the fuel consumption rate when the power generation device 4 is an engine and a generator. FIG. 2 shows the characteristics for a single engine. In the example given here, when the power control notch is 1, the fuel consumption rate is the smallest output, and this is hereinafter referred to as the optimum fuel consumption output point. When the power control notch is 2, the output corresponds to the maximum power storage device charging power, and this is hereinafter referred to as the maximum power storage device charging power point. The maximum output point is when the power control notch is 3. In addition, there are points for idle and stop operations not shown. This characteristic varies depending on the engine. For example, the maximum power storage device charging power point with a power control notch being 2 is the same as the optimum fuel consumption output point with a power control notch of 1 or the maximum output point with a power control notch of 3. In some cases.

  In the present invention, when the engine mounted on the vehicle is one, the power control notch is a maximum output point of 3 at the time of power running, idle or stop operation (not shown) at the time of braking, and otherwise the power control notch Is controlled to operate at the maximum power storage device charging power point.

  In addition, when there are a plurality of engines mounted on the vehicle, the maximum output point used during power running is 3 for the power control notch for the operation of the mounted engine, and the operation of the mounted engine for braking. Is an idle or stop operation not shown in the figure, and is the same as the case where one engine is mounted, but in other cases, the power control notch is 2 for the operation of the mounted engine. In addition to setting the maximum power storage device charging power point, the power control notch is changed to 1 to 3 for the operation of the mounted engine, and the combined value is set so that the total value becomes the maximum power storage device charging power point. But it is possible.

  The notches set here are 5 positions including idle and stop, but the present invention is applicable even if the number of positions is not 5 depending on the application.

  FIG. 3 shows a flowchart of this embodiment, and FIG. 4 shows a time chart.

  Periods A and D in FIG. 4 indicate a power running state.

After starting the control at step 601 in FIG. 3, it is determined at step 602 whether the command of the cab is a brake. Since it is not a brake, the process proceeds to step 603. In step 603, it is determined whether the command is a power running command. Since the command is a power running command, the process proceeds to step 608.
In step 608, all the power generators are operated at maximum, and the process proceeds to step 609.

In step 609, charge / discharge power of the power storage device is determined from the current output state of the power generation device, and the process proceeds to step 610. In step 610, it is determined whether the charge / discharge power of the power storage device obtained in step 609 is the discharge power or the charge power, and if it is the discharge amount, the process proceeds to step 611, otherwise the process proceeds to step 614. Since step 611 involves discharging from the power storage device, it is determined whether the amount of charge exceeds a threshold value β corresponding to the lower limit of the use range. If it does not exceed, it is impossible to discharge from the power storage device in the process of step 612, so the discharge amount of the power storage device is set to 0, and the process ends. If the threshold value β is exceeded, in the process of step 613, the discharge corresponding to the discharge amount of the power storage device obtained in step 609 is performed, and the process ends.

On the other hand, in step 614, in order to charge the power storage device, it is determined whether the amount of charge exceeds a threshold value α corresponding to the upper limit of the use range. If not, in step 615, if the charging power obtained in step 609 does not exceed the maximum charging power of the power storage device, the power storage device is charged in step 613, and the process ends.

  Further, if the threshold value α is exceeded in step 614, or if the charging power obtained in step 609 performed in the process of step 615 exceeds the maximum charging power of the power storage device, if so, the process proceeds to step 616. When the power generators that have been started up in steps 616, 617, 618, 619, and 620 are operating at the maximum output point sequentially to the high efficiency point operation, and when all the power generators are operating at the high efficiency point Are sequentially stopped (or in an idle state).

  Periods B and C in FIG. 4 indicate a coasting state.

After starting the control at step 601 in FIG. 3, it is determined at step 602 whether the command of the cab is a brake. Since the brake is not applied, the process proceeds to step 603. In step 603, it is determined whether it is a power running command. Since it is not a power running command, the process proceeds to step 604. In step 604, it is determined whether or not the charge amount of the power storage device exceeds the charge amount + X of the power storage amount management curve. If not, the process proceeds to step 605. In step 605, the generated power is adjusted so as to become the largest within a range not exceeding the maximum instantaneous power of the storage battery, and the process proceeds to step 607. In step 607, the power storage device is charged / discharged so as to satisfy the command, and the process ends. On the other hand, in step 604, it is determined whether or not the charge amount of the power storage device exceeds the charge amount + X of the power storage amount management curve. In step 606, the output of the power generator is set to 0, and the process proceeds to step 607. In step 607, the power storage device is charged / discharged so as to satisfy the command, and the process ends. Note that + X is a control hysteresis, which is set to prevent the power generator from frequently switching operation, and may be set to about 5% of the storage capacity.

  Periods E and F in FIG. 4 indicate a braking state.

  After starting the control at step 601 in FIG. 3, it is determined at step 602 whether the command of the cab is a brake. In the braking state, the command is a brake, and in step 621, the outputs of all the power generators are stopped (or in an idle state). This corresponds to the starting point of the period E in FIG.

  Then, in step 622, it is determined whether the power storage device can be charged. If charging is possible, the power storage device is charged with surplus power in step 623, and the process ends. 4 corresponds to the period E.

  If the power storage device cannot be charged in step 622, that is, if the amount of charge of the power storage device becomes full, regeneration cannot be performed any more, so that braking force must be generated by other means. At this time, it is confirmed in step 624 whether the power generator can use the exhaust brake. If possible, the exhaust brake of the power generator is activated in step 625 with priority over the air brake. This corresponds to the period F in FIG. If the exhaust brake is not available in step 624, the air brake is used in step 626. After one of the above processes is performed, the process ends.

  With the above operation, in the case of operations such as coasting and constant speed, which are operations other than the brake and power running corresponding to the operations in periods B and C shown in FIG. 4, the charge amount and the maximum charge power amount of the power storage device are increased. Accordingly, it is possible to operate the power generation device in accordance with the operation, and it is possible to prevent the charge amount of the power storage device from being lost during the repowering. In addition, even when regeneration is performed after coasting (corresponding to the operation of periods E and F shown in FIG. 4), sufficient regeneration can be performed, and the use time of air brakes and engine brakes can be reduced. It becomes.

  According to the present embodiment, by performing the operation based on the maximum output operation of the power generation device, it is possible to prevent the acceleration force from being lowered and stably travel even with a small battery capacity.

  Although the present embodiment is described in the series hybrid system, it can be applied to other hybrid systems.

  Note that the present embodiment is not limited to railways but can be applied to automobiles, hulls, airplanes, and the like.

The schematic block diagram of the train by one Embodiment of this invention is shown. The relationship between the power control notch, its output, and the fuel consumption rate when the power generation device 4 of FIG. 1 is an engine is shown. 2 shows a flowchart of the embodiment of FIG. 2 shows a time chart of the embodiment of FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Railway vehicle, 2 ... Electric motor, 3, 5 ... Power converter device, 4 ... Power generation device, 6 ... Power storage device, 9 ... Train control device, 10 ... Driver's cab.

Claims (1)

One or more diesel engines and a power generation device that generates power by the power,
A first power converter that converts the power of the power generation device;
A power storage device for storing the power converted by the first power converter;
A second power converter for mutually converting the output power of the first power converter and / or the power of the power storage device and the power of the electric motor driving the vehicle;
A train control device for controlling the power generation device and the first and second power converters;
A cab that outputs a drive command to the train control device,
In order to generate the maximum output power of the electric motor that drives the vehicle, the amount of power that the power storage device must assist is when the power generation device generates power with the power generated by the diesel engine performing maximum output operation. More than half of the power
When the drive command output from the cab to the train control device is a power running operation command, all the power generation devices equipped with the maximum output operation,
From the output state of the power generation device, determine the charge / discharge power of the power storage device necessary to obtain the desired drive power of the railway vehicle determined based on the drive command from the cab,
The determined charging / discharging power is charging power, and when the amount of charge of the power storage device exceeds a use range upper limit of the power storage device, or the determined charging / discharging power exceeds the maximum charging power of the power storage device If there is, the vehicle drive system characterized in that the output of the power generator is reduced or the power generator is stopped .

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