JP5537406B2 - Vehicle control system - Google Patents

Description

  The present invention relates to a system that operates by receiving power supply from a power supply body.

  In a railway vehicle that runs with power supplied from an overhead line, if the substation that is the supply source goes down, or if the number of vehicles increases significantly in the same substation section, the overhead voltage of the vehicle will drop significantly. In other words, there may be a delay due to a significant decrease in running performance, and in some cases, running may become impossible. As a technique for solving this problem, as shown in Patent Document 1, there is a technique for compensating the overhead line voltage by placing a power storage device on the ground. Further, as Patent Document 2, a power storage unit is provided on the ground, a vehicle position detection device and a communication device are provided on each vehicle, and the vehicle position detected by each vehicle is transmitted to the power storage unit using the communication device. Thus, a method for determining and operating the charge / discharge schedule of the power storage means is disclosed.

JP 2005-162076 A JP 2009-67206 A

  However, in Patent Document 1, since the power storage device is installed on the ground, the range in which the voltage can be compensated by the power storage device is limited. Therefore, a vehicle traveling away from the installation position of the power storage device is completely There are cases where the voltage is not compensated. In addition, even when there are a plurality of vehicles in a region managed by the power storage device, there is a problem that voltage compensation required for each vehicle cannot be performed if the output of the power storage device is insufficient. Note that if the power storage device can be installed indefinitely, this problem can be solved, but there is a limit because of an increase in cost and installation space. Moreover, in patent document 2, there exists a problem that effective operation cannot be performed unless a charging / discharging schedule is determined using each vehicle position obtained via a communication apparatus. An object of the present invention is to perform control so as to more reliably compensate overhead voltage for a vehicle.

  In order to achieve the above-described object, the present invention provides a vehicle that uses external power supply means, a power transmission / reception unit that transmits and receives power, a power storage unit that stores power, and power from the power transmission / reception unit and the power storage unit. This can be realized by having driving means capable of driving the power supply and general control means for giving a charge / discharge control command to the power storage means based on the voltage of the power transmission / reception unit.

  Preferably, the overall control unit can be realized by determining a charge / discharge control command for the power storage unit based on the voltage of the power transmission / reception unit and the charge amount information of the power storage unit.

  Preferably, when the voltage of the power transmission / reception unit is smaller than the first voltage threshold, a command for causing the power storage means to discharge is generated as a charge / discharge control command.

  Preferably, when the voltage of the power transmission / reception unit is larger than the second voltage threshold and smaller than the first voltage threshold, the maximum discharge power of the power storage unit and the necessary power in the driving unit are used as the charge / discharge control command. A discharge command having a smaller power value is generated.

  Preferably, when the voltage of the power transmission / reception unit is larger than the third voltage threshold, a command for causing the power storage means to charge is generated as a charge / discharge control command.

  Preferably, at least one of the first to third voltage thresholds is similarly increased or decreased according to an increase or decrease in the charge amount of the power storage unit.

  Preferably, the third voltage threshold is a voltage at which the regenerative current starts to be narrowed.

  Alternatively, the overall control unit includes a vehicle position measurement unit that measures the vehicle position and a vehicle speed measurement unit that measures the vehicle speed, and includes a drive command transmitted to the drive unit, a voltage of the power transmission / reception unit, and the vehicle A charge / discharge control command is generated based on the position and the vehicle speed.

  Alternatively, the power storage unit may be replaced with a power generation unit, the discharge command may be replaced with a power generation command, and the charge command may be replaced with an engine brake command.

  It is possible to more reliably carry out overhead line voltage compensation for the vehicle, and to prevent a significant drop in running performance and to comply with the schedule.

An example of the system block diagram for implement | achieving the 1st Example of this invention. 1 is a block diagram of overall control means for realizing a first embodiment of the present invention. FIG. Each voltage threshold value in the voltage threshold value setting means for realizing the first embodiment of the present invention. The processing flow of the charging / discharging instruction | command determination means for implement | achieving the 1st Example of this invention. An example of the charging / discharging command value calculation method for implement | achieving the 1st Example of this invention. An example of the charging / discharging command value calculation method for implement | achieving the 1st Example of this invention. An example of the result at the time of implementing 1st Example of this invention. An example of the system block diagram for implement | achieving the 2nd Example of this invention. The block diagram of the overall control means for implement | achieving the 2nd Example of this invention.

  Each embodiment will be described in detail with reference to the drawings.

  FIG. 1 is an example of a vehicle system configuration diagram for realizing the present invention.

  A vehicle system 100 (for example, a railway vehicle that travels on a predetermined track) that implements the present invention transmits and receives power 102 to and from a power supply body 101 (for example, a substation) outside the host vehicle. (For example, a current collector), drive means 104 (for example, an inverter and an electric motor) for driving a vehicle system, power storage means 105 for storing electric power, and overall control for giving a drive command 106 to the drive means 104 Means 107. The overall control unit 107 gives a charge / discharge control command 110 to the power storage unit 105 based on the voltage 108 of the transmission / reception unit 103 and the charge amount information 109 of the power storage unit 105. In the present embodiment, an example in which the overall control means 107 outputs the drive command 106 and the charge / discharge control command 110 is shown, but the output of the charge / discharge control command 110 is performed by the overall control means 107, and the output of the drive command 106 is the other. You may carry out with an apparatus.

  FIG. 2 shows a processing block of the overall control means 107.

  The overall control unit 107 includes a voltage threshold value setting unit 201, a charge / discharge command determination unit 202, and a drive command generation unit 909 that generates a drive command. The voltage threshold value setting means 201 is based on the charge amount information 109, the first voltage threshold value 203 used to determine whether or not to supply power from the power storage means 105, and the vehicle system observes the travel time. The second voltage threshold value 204, which is the minimum voltage required for the determination, and the third voltage threshold value 205 used to determine whether or not the power storage means 105 is charged are obtained. The charge / discharge command determination unit 202 determines the charge / discharge control command 110 using the first voltage threshold 203, the second voltage threshold 204, the third voltage threshold 205, and the voltage 108.

  FIG. 3 shows an example of a method for calculating the first voltage threshold 203, the second voltage threshold 204, and the third voltage threshold 205 in the voltage threshold setting means 201. The horizontal axis is the charge amount of the power storage means, and the vertical axis is the voltage threshold. In this example, the lower the amount of power stored in the power storage means, the lower the respective voltage threshold. That is, each voltage threshold is set so as to increase in response to an increase in the charge amount of the power storage means and to decrease in response to a decrease in the charge amount of the power storage means. By setting in this way, when the amount of charge is small, when the vehicle is being regenerated, charging can be started from a low voltage, and the amount of charge can be improved. In addition, when the vehicle is being driven, the voltage compensation range is lowered, so that the voltage compensation range according to the charge amount of the power storage device can be set. Next, when the amount of charge is large, when the vehicle is being regenerated, the charging start voltage is increased, so that the effect of keeping the amount of charge constant can be obtained. Further, when the vehicle is being driven, the voltage compensation range is increased, and effective operation can be expected. In this example, the voltage threshold values (first to third threshold values) are set to be parallel, but may not necessarily be parallel as long as they do not overlap each other. Moreover, there is no problem even if the voltage threshold (first to third thresholds) is set as a constant value regardless of the charge amount. Since it is usually assumed that the vehicle can run at about 90% of the rated voltage, the first voltage threshold is preferably about 90% of the rated voltage. The second voltage threshold is preferably about 80% of the rated voltage. In addition, since light load regeneration is generally performed to reduce the regeneration performance when a certain voltage is exceeded during regeneration, it is desirable that the voltage at which light load regeneration is started be the third voltage threshold.

  Next, FIG. 4 shows an example of a method for calculating the charge / discharge control command 113 in the overall control means 107.

  In step 401, the first voltage threshold value 203, the second voltage threshold value 204, and the third voltage threshold value 205 set by the voltage threshold value setting means 111 are set as internal values V1, V2, and V3, respectively.

  In step 402, electric power P0 required by the drive means is calculated from the drive command given to the drive means. Next, the process proceeds to step 403.

  In step 403, it is determined whether or not the required power P0 of the driving means obtained in step 402 is positive. If it is negative, it is regenerative and the process proceeds to step 410.

  Next, in step 404, the maximum discharge power BDmax of the power storage means is compared with the power P0 required by the driving means obtained in step 402, and the smaller one is set as the required power P. Next, the process proceeds to step 405.

  In step 405, it is checked whether or not the voltage V0 of the transmission / reception unit is equal to or lower than V1 set in step 401. If Yes, the process proceeds to step 406. If not, go to step 408.

  In step 406, it is checked whether or not the voltage V0 of the transmission / reception unit is larger than V2, and if it is larger, the process proceeds to step 407. If not, go to step 409.

In step 407, the discharge power command X to the power storage means is determined using the required power P calculated in step 702, the voltages V0 and V1 of the transmission / reception unit, and V2 set in step 401. For example, using the shape shown in FIG.
X = P · (V0−V1) / (V2−V1)
It is possible to ask for. This is the end. Although this is a case where it is described by a linear curve, even if it is described by a high-order curve as shown in FIG. 6, the contents of the present invention are not disturbed.

  Thus, when the voltage of the transmission / reception unit is a value between the first threshold value and the second threshold value, the required power P (the maximum discharge power BDmax of the power storage unit and the power P0 required by the driving unit are small). By instructing the electric power storage device to discharge the electric power smaller than the second one, the input voltage of the driving means can be kept higher than the second threshold voltage that is the minimum necessary voltage for the vehicle system. Further, the power determination methods described in FIG. 5 and FIG. 6 are common in that the input voltage of the driving means is kept at V2 or higher. The difference in effect between the two power determination methods is that in FIG. 5, since P is controlled to be higher between V2 and V1, a larger amount of current is output. Although it is easy to approach V1, the burden on the power storage device is greater than that in Fig. 6. In FIG. 6, as the voltage increases, the current restriction is increased, so it tries to approach V1 over a long time, so the burden on the power storage device is reduced compared to FIG. These electric power determination methods may be selected in accordance with the route / the number of travels.

  Next, in step 408 derived from step 405, the discharge power command X to the power storage means is set to 0, and the processing ends. Next, in step 409 derived from step 406, the discharge power command X to the power storage means is ended as P.

  On the other hand, in step 410, the absolute value of the maximum charging power BCmax of the power storage means and the power P0 required by the driving means obtained in step 402 are compared, and the smaller absolute value is set as the required power P. Next, the process proceeds to step 411.

  In step 411, it is checked whether or not the voltage V0 of the transmission / reception unit is equal to or higher than V3 set in step 401. If the voltage V0 of the transmission / reception unit is equal to or higher than V3, the process proceeds to step 412. If the above is not established, the process proceeds to step 413.

  In step 412, a command is issued to charge the power storage device with the required power P calculated in step 408. This is the end.

  In step 413, the discharge power command X to the power storage means is set to 0, and the process is ended.

  Note that the present invention does not interfere with the voltage V0 of the transmission / reception unit as the voltage Vx predicted from the voltage history of the transmission / reception unit.

  The operation when the present embodiment is applied to a railway vehicle will be described with reference to four graphs in FIG. The horizontal axis represents time, and the vertical axis represents speed, overhead line voltage, charge amount, and position. Moreover, the case where this embodiment is implemented is shown with a continuous line. Further, the speed, position, and overhead line voltage (time t0-t3) are indicated by dotted lines when the present embodiment is not implemented as a comparison target. Where there is no dotted line, the movement is the same as the solid line. This is shown for each time.

  Between time t0-t1, the case where a vehicle accelerates is represented. Since the overhead line voltage at this time is V1 or higher, the power storage means is not supplied, so the amount of charge does not change. For this reason, it becomes the same movement irrespective of whether this embodiment is implemented or not.

  Next, since the overhead wire voltage is lower than V1 between time t1 and time t2, power is supplied from the power storage means, and the overhead wire voltage is kept within a certain range. For this reason, acceleration performance rises compared with the case where this embodiment is not applied. On the other hand, when this embodiment is not applied, it can be seen that the overhead line voltage is lowered. It can also be confirmed that the reference voltages V1, V2, and V3 are changed according to the charge amount of the power storage means and are controlled using the voltages.

  Next, between times t2 and t3, acceleration is continued when the present embodiment is not applied, but when the present embodiment is applied, the maximum speed is reached and the operation changes to constant speed traveling. Yes. Since constant speed traveling does not use electric power as compared with acceleration, the overhead line voltage rises and is higher than V1, so there is no supply from the electric power storage means, and the charge amount of the electric power storage means does not change. For this reason, the reference voltages V1, V2, and V3 are not changed.

  Next, during time t3-t4, since the overhead line voltage is V1 or more and V3 or less, power is not supplied from the power storage means, and the charge amount of the power storage means does not change. For this reason, the reference voltages V1, V2, and V3 are not changed.

  Next, between times t4 and t5, since the vehicle has started braking, the overhead line voltage rises. However, since the overhead line voltage is not lower than V1 and not higher than V3, power is not supplied from the power storage means, and the power storage means. The amount of charge does not change. For this reason, the reference voltages V1, V2, and V3 are not changed.

  Next, between time t5 and t6, the vehicle is braking and the overhead line voltage rises, and the overhead line voltage becomes V3 or higher, so the power storage means is charged and the amount of charge of the power storage means increases. To do. Further, the reference voltages V1, V2, and V3 also change.

  With the above processing, the arrival position is reached at time t6. However, when this embodiment is not applied, the acceleration between time t2 and t3 is insufficient, so that it does not reach at time t6 but reaches time t7. Thus, by compensating the overhead line voltage, it is possible to shorten the traveling time and to comply with the diagram.

  In this example, the power storage means is used. However, the present invention does not hinder the use of power generation means such as an engine. The reason is that it is sufficient to generate electricity using the engine during driving, and it is possible to consume the generated energy by applying engine braking during regeneration.

  FIG. 8 is an example of a system configuration diagram for realizing the present invention. In addition, the same thing as FIG. 1 is demonstrated using the same number.

  A vehicle system 800 that realizes the present invention includes an external power supply body 101 and a transmission / reception unit 103 that transmits and receives power 102, a driving unit 104 that drives the vehicle system, a power storage unit 105 that stores power, An overall control unit 801 that gives a drive command 106 to the drive unit 104, a vehicle position measurement unit 803 that measures a vehicle position 802, and a vehicle speed measurement unit 805 that measures a vehicle speed 804 are provided. The overall control unit 801 generates a charge / discharge control command 806 based on the drive command 106, the voltage 108 of the transmission / reception unit 103, the vehicle position 802, and the vehicle speed 804, and the power storage unit 801 The charge / discharge control command 806 is given to 105. In this embodiment, the overall control unit 801 outputs the drive command 106 and the charge / discharge control command 806, but the charge / discharge control command 806 is output by the overall control unit 801. You may carry out with an apparatus.

  FIG. 9 shows a processing block of the overall control unit 801.

The overall control means 801 includes a supply prediction substation position acquisition means 901, an overhead line voltage prediction means 902, a charge / discharge command determination means 903, and a database 904 in which data of all substation positions are registered (further, the overhead lines and rails). A resistance value may be registered.) And a drive command generation unit 909 that generates a drive command. Based on the vehicle position 802 and the database 904, the supply predicted substation position obtaining unit 901 includes a substation position 905 closest to the head direction, a substation position 906 closest to the tail direction, and a substation position. An overhead / rail resistance 907 between 905 and substation location 906 is generated. Further, the overhead line voltage predicting means 902 calculates the predicted overhead line voltage 908 from the drive command 106, the vehicle speed 804, the vehicle position 802, the substation positions 905 and 906, and the overhead line / rail resistance 907 as follows. Ask.
PV = substation rated voltage−SQRT (P × | A−X | / | A−B | × R)
Ask for. However, PV: Predicted overhead line voltage, P: Electric power obtained from drive command 106 and vehicle speed 804, X: Vehicle position 802, A: Substation position 905, B: Substation position 906, R: Overhead wire / rail resistance 907 .

Further, the charge / discharge command determination means 903 obtains the charge / discharge control command 806 from the drive command 106, the vehicle speed 804, the voltage 108 of the transmission / reception unit 103, and the predicted overhead wire voltage 908 as follows.
CC = (VT / PV-1) × P

  However, CC: electric power obtained from charge / discharge control command 806, P: drive command 106 and vehicle speed 804, PV: predicted overhead wire voltage 908, VT: voltage 108. At this time, if CC = 0, the operation is performed based on the same determination as in the first embodiment, and in other cases, the operation is performed according to the CC.

  By performing charge / discharge control as described above, it is possible to generate a charge / discharge control command in consideration of the influence of other vehicles. That is, if VT <PV (CC <0), the other vehicle in the same section is powering, so the voltage VT is lower than the predicted overhead line voltage PV. At this time, by discharging from the power storage device of the host vehicle, the current from the overhead line is reduced, and the voltage VT of the host vehicle is pushed up to the vicinity of the predicted overhead line voltage PV, so that it can be controlled in the same manner as in the case of one vehicle. Become. The power storage device of the host vehicle is charged by charging when VT> PV. When VT> PV, the other vehicle existing in the same section is regenerating. At this time, not only the current required for normal traveling of the vehicle but also the current is requested to charge the power storage device of the vehicle. As a result, the voltage VT drops to the vicinity of the predicted overhead line voltage PV, but the power storage device of the vehicle can be charged. If this is repeated, the vehicle can always travel with the same voltage fluctuation as when traveling with one vehicle. Further, if CC = 0 (VT = PV), only the own vehicle exists in the same substation, and therefore, the control may be performed in the same manner as in the case of one vehicle.

  In the above-described embodiment, the power storage unit is used. However, for example, the present invention can be applied even when a power generation unit such as an engine is used. The reason is that it is sufficient to generate power using the engine / generator when discharging from the power storage means in the above embodiment, and the energy generated by using the engine brake when charging the power storage means in the above embodiment. It is because it is possible to consume.

  The configuration of this embodiment will be described below. Note that the description of the configuration common to the first and second embodiments is omitted.

  In the present embodiment, the charge / discharge control command in each of the above embodiments is replaced with a power generation control command. The first threshold value is a threshold value for determining whether to generate power, the third threshold value is a threshold value for determining whether to perform engine braking, and the second threshold value is a vehicle system. Is the lowest voltage you want to compensate.

  When the voltage of the transmission / reception unit is larger than the third threshold value, a command for applying engine braking is generated as a power generation control command. When the voltage of the transmission / reception unit is smaller than the first voltage threshold, a command for performing a power generation operation is generated as a power generation control command. Further, when the voltage of the transmission / reception unit is smaller than the first voltage threshold and larger than the second voltage threshold, as shown in FIG. 5 or FIG. 6, the required power P (the maximum generated power BDmax of the power generation means and the A power generation control command is generated to the power generator so as to generate electric power smaller than the smaller electric power P0 required by the driving means.

  Moreover, since there is no concept of charge amount in an electric power generator, a voltage threshold value (1st-3rd threshold value) becomes a fixed value. Note that the voltage threshold need not be a constant value, and may be varied according to parameters other than the charge amount.

100, 800 Vehicle system 101 External power supply body 102 Electric power 103 Transmission / reception unit 104 Drive means 105 Power storage means 106 Drive command 107, 801 Overall control means 108 Voltage 109 Charge amount information 110, 806 Charge / discharge control command 201 Voltage threshold setting Means 202, 903 Charge / discharge command determining means 203 First voltage threshold 204 Second voltage threshold 205 Third voltage threshold 802 Vehicle position 803 Vehicle position measuring means 804 Vehicle speed 805 Vehicle speed measuring means 901 Supply predicted substation position acquisition Means 902 Overhead voltage prediction means 904 Databases 905, 906 Substation position 907 Overhead / rail resistance 908 Predicted overhead line voltage 909 Drive command generator

Claims (6)

In a vehicle control system for a vehicle that transmits and receives power from an external power supply means,
The vehicle has an electric power transmission / reception unit for transmitting / receiving electric power to / from the electric power supply means,
Power storage means for storing power;
Drive means capable of driving a vehicle with electric power from the power transmission / reception unit and the power storage means;
Based on a voltage of the power transmission receiving unit, it has a general control means for providing a charge and discharge control command to said power storage means,
The overall control unit includes a charge / discharge command determination unit that determines the charge / discharge control command for the power storage unit based on the voltage of the power transmission / reception unit and the charge amount information of the power storage unit,
The charge / discharge command determination unit has a first function for determining whether or not to supply power from the power storage unit, and the first function increases an amount of charge of the power storage unit. In response to a decrease in the amount of charge of the power storage means,
When the voltage of the power transmission / reception unit is smaller than the voltage value obtained from the first function, a command for causing the power storage means to discharge is generated as the charge / discharge control command. system. The vehicle control system according to claim 1,
The charge / discharge command determination means has a second function for determining the electric power used by the vehicle to comply with the travel time, and the second function is for increasing the charge amount of the power storage means. Correspondingly increases, decreases corresponding to a decrease in the amount of charge of the power storage means,
When the voltage of the power transmission / reception unit is larger than the voltage value obtained from the second function and smaller than the voltage value obtained from the first function, as the charge / discharge control command, the power storage means A vehicle control system that generates a discharge command having a power value smaller than a maximum discharge power and a power required by the driving means . In the vehicle control system according to claim 1 or 2,
The charge / discharge command determination means has a third function for determining whether or not to charge the power storage means, and the third function is for increasing the charge amount of the power storage means. correspondingly increased, which correspondingly reduced reduction of the amount of charge of the power storage means,
Vehicle, characterized in that the voltage of the power transmission receiving portion when not larger than a voltage value obtained from the third function, to generate a command to perform charging to the power storage unit as the charge and discharge control command Control system. In a vehicle control system for a vehicle that transmits and receives power from an external power supply means,
The vehicle has an electric power transmission / reception unit for transmitting / receiving electric power to / from the electric power supply means,
Power storage means for storing power;
Drive means capable of driving a vehicle with electric power from the power transmission / reception unit and the power storage means;
Based on the voltage of the power transmission / reception unit;
The overall control means includes
Vehicle position measuring means for measuring the vehicle position;
Vehicle speed measuring means for measuring the vehicle speed;
A database of registered substation locations;
Based on the position of the substation obtained from the vehicle position and the database, the substation position closest in the head direction and the substation position closest in the tail direction, and the overhead line and rail resistance between the two substations, The required supply substation location acquisition means,
Overhead wire voltage prediction means for obtaining a predicted overhead voltage from a drive command transmitted to the drive means, the vehicle speed, the vehicle position, the two substation positions, and an overhead wire and rail resistance between the two substations;
The charge / discharge control command based on the predicted overhead line voltage, the voltage of the power transmission / reception unit, the power obtained from the drive command and the vehicle speed, and the magnitude of the predicted overhead line voltage and the voltage of the power transmission / reception unit. And a charge / discharge command determination means for determining the vehicle control system. The vehicle control system according to claim 4, wherein
The charge / discharge command determination means includes
If the predicted overhead line voltage is greater than the voltage of the power transmission / reception unit, a discharge control command is output,
A vehicle control system that outputs a charge control command when the predicted overhead wire voltage is smaller than the voltage of the power transmission / reception unit . In the vehicle control system according to claim 1 or 4,
The vehicle is a railway vehicle that travels on a predetermined track,
The external power supply means is a substation;
The power transmission / reception unit is a current collector that transmits and receives power from the substation via a power line,
The vehicle control system , wherein the drive means is a motor for driving a vehicle and a power converter for controlling the motor .

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