JP6005594B2 - Loss energy calculation device and program - Google Patents

Description

  The present invention relates to a loss energy calculation device that calculates loss energy related to running of a railway vehicle.

  In order to realize an energy-saving operation of a railway vehicle, first, it is necessary to obtain a loss energy when traveling. The loss energy referred to here is the difference between the input energy and the recovered energy, and can be said to be energy consumption. In an ideal dynamic model with 100% efficiency without resistance or the like, the input energy and the recoverable energy are the same, but this is not possible in reality.

  When a railway vehicle travels, the power supplied from the overhead line (electric energy) is converted into kinetic energy by a motor and travels. This corresponds to the energy input. On the other hand, regenerative braking during braking converts kinetic energy into electrical energy (regenerative power) and returns it to an overhead line or stores it in a storage battery. This is the energy that can be recovered. Moreover, it can be said that the potential energy associated with the movement from the low place to the high place can also be recovered. The difference between the input energy and the recovered energy is loss energy, for example, running resistance and equipment loss.

  Various energy-saving technologies for reducing lost energy have been researched and developed. For example, a technique that is intended to realize an energy-saving operation by correcting a traveling pattern so as to reduce energy loss is known (see, for example, Patent Document 1). A technique for controlling output power of a fuel cell in accordance with energy consumption in a hybrid train is also known (for example, Patent Document 2).

JP 2003-274516 A JP 2007-98965 A

  The technique of Patent Document 1 described above is aimed at creating an optimum traveling pattern, and the technique of Patent Document 2 is aimed at efficient power control of the fuel cell. Each technology for realizing such energy saving is also important, but the technology for analyzing the loss energy is also important in order to have an overview of the total energy loss related to the running of the railway vehicle. This invention is made | formed in view of the said situation, The place made into the objective is to implement | achieve the technique which makes it possible to analyze the loss energy which concerns on driving | running | working of a rail vehicle.

The first invention for solving the above-described problems is
A loss energy calculation device (for example, a loss energy calculation device 1 in FIG. 2) that calculates a loss energy related to travel of a railway vehicle that performs power running and regenerative braking by controlling a motor,
Acquisition means (for example, the driving situation acquisition unit 21 in FIG. 2) for acquiring driving operation information and driving speed (hereinafter collectively referred to as “running situation information”) at a given driving position;
Train resistance loss energy calculation means (for example, the train resistance loss calculation unit in FIG. 2) that calculates the train resistance loss energy related to the travel at the travel position using the track information and the travel state information at the given travel position. 22)
Using the travel status information and the driving power of the motor at the time of powering determined from the travel status information or the regenerative power of the motor at the time of regeneration (hereinafter collectively referred to as “motor input end energy”), Device loss energy calculating means (for example, device loss calculating unit 23 in FIG. 2) for calculating device loss energy at a given travel position;
Output control means (for example, a loss energy display control unit 26 in FIG. 2) that performs control to output at least the train resistance loss energy and the equipment loss energy as a breakdown of the loss energy at the given travel position;
Is a loss energy calculation device.

As another invention,
A program (for example, a loss energy calculation program 31 in FIG. 2) for causing a computer to calculate energy loss related to travel of a railway vehicle that performs power running and regenerative braking by controlling a motor,
Acquisition means for acquiring travel status information at a given travel position;
Train resistance loss energy calculation means for calculating train resistance loss energy related to travel at the travel position using the track information and the travel status information at the given travel position,
Device loss energy calculating means for calculating device loss energy at the given driving position using the driving state information and motor input end energy obtained from the driving state information;
Output control means for performing control to output at least the train resistance loss energy and the equipment loss energy as a breakdown of the loss energy at the given travel position;
A program for causing the computer to function may be configured.

  According to the first aspect of the invention, the train resistance loss energy and the device loss energy at a given travel position are calculated as the loss energy related to the travel of the railway vehicle, and are output as a breakdown of the loss energy. That is, loss energy can be analyzed.

Further, as a second invention, the loss energy calculating device of the first invention,
The device loss energy calculating means obtains a power related to the motor by using the notch information included in the driving operation information and the traveling speed, and calculates the power from the difference between the power and the motor input end energy. Motor loss energy calculating means for calculating motor loss energy at a given travel position;
The output control means outputs the motor loss energy included in the device loss energy.
A loss energy calculation device may be configured.

  According to the second aspect of the invention, the motor loss energy included in the device loss energy can be calculated, and the analysis element of the loss energy can be increased.

Further, as a third invention, the loss energy calculating device of the first or second invention,
When the traveling state of the railway vehicle determined based on the driving operation information is braking, the vehicle further comprises brake loss energy calculating means for calculating non-regenerative braking energy as brake loss energy using the traveling state information,
The output control means further outputs the brake loss energy.
A loss energy calculation device may be configured.

  According to the third aspect of the invention, it is possible to calculate non-regenerative brake energy as brake loss energy when the running state is braking.

Moreover, as 4th invention, it is the loss energy calculation device of the invention of any one of 1st-3rd,
The train resistance loss energy calculation means and the equipment loss energy calculation means function while changing the given travel position, and the output control means changes the train resistance loss energy and the equipment loss energy during travel. Graph display,
A loss energy calculation device may be configured.

  According to the fourth aspect of the present invention, the train resistance loss energy and the equipment loss energy are calculated while changing a given travel position, and the changes in the train resistance loss energy and the equipment loss energy during travel are displayed in a graph. Can do. By displaying the graph, it becomes easy to grasp the change during the travel of the loss energy, and it is possible to investigate individually and specifically at which travel position the loss energy increases.

Further, as a fifth invention, the loss energy calculation device according to any one of the first to fourth inventions,
The train resistance loss energy calculation means and the equipment loss energy calculation means are caused to function with one travel position of a given operation curve as the given travel position, and the output control means Displaying the train resistance loss energy and the equipment loss energy at the one running position;
A loss energy calculation device may be configured.

  According to the fifth aspect, the train resistance energy and the equipment loss energy at one travel position in a given operation curve can be calculated and displayed. Thereby, it is possible to analyze the loss energy at each traveling position when traveling according to a given driving curve. It is also possible to calculate / compare the loss energy for each of a plurality of operation curves.

An example of motor characteristics. The block diagram of a loss energy calculation apparatus. Display example of energy loss. The flowchart of a loss energy calculation process.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. However, the applicable embodiment of the present invention is not limited to this.

[Overview]
In the present embodiment, loss energy related to travel is calculated based on travel information of the railway vehicle (configuration information of the track to be traveled, specifications of the railway vehicle, information related to driving, etc.). Railroad vehicles travel by converting electrical energy supplied from overhead wires into kinetic energy during power running, and convert kinetic energy to regenerative energy and return it to overhead wires, etc. during regenerative braking. , Part of it is converted to heat energy and lost (becomes lost energy). In the present embodiment, each of (A) train resistance loss, (B) equipment loss, and (C) brake loss is calculated as the main loss energy at any travel position (time), and the sum of these is calculated as loss energy. Calculate as a whole.

(A) Train resistance loss The train resistance loss is a loss that occurs as the train travels. The train resistance loss L _R , the starting resistance loss L _S , the curve resistance loss L _C, and the tunnel resistance loss L _T Total.

The running resistance loss _LR is a loss assuming running in a straight flat section, and is given by Equation (1).
In equation (1), the running resistance R _r is determined by the vehicle mass W and the running speed V.

The starting resistance loss L _S is a loss that occurs when the train departs, and is given by equation (2).
Here, the time of departure is from reaching a predetermined low speed (for example, about 3 km / h) from a complete stop state at zero speed.

Curve resistance loss L _C is a loss generated during traveling of the curved portion of the line is given by Equation (3).
In the formula (3), the curve resistance R _C is determined by the radius of curvature r.

Tunnel resistance loss L _T is a loss generated during traveling in the tunnel, is given by Equation (4).

(B) Equipment loss device loss is a loss produced during operation of the electrical equipment and drive mechanism, in the present embodiment, the motor loss L _m, the sum of the gear loss L _g.

The motor loss L _m is given by equation (5).
In Expression (5), “ P _m ” is input power from the main circuit to the motor. The input power P _m from the main circuit to the motor is a positive value during power running ( P _m > 0), and during regenerative braking, the motor operates as a generator and thus becomes a “negative value” ( P _m <0). . The input power P _m can also be said to be the power at the motor input end.

The motor rotational speed N _m is determined by the running speed V, the output torque T _m is a notch, and is determined by the rotational speed N _m. Figure 1 shows an example of the relationship between the rotational speed N _m of the motor and the output torque T _m. (1) in FIG. 1 shows the motor characteristics during power running, and (2) in FIG. 1 shows the motor characteristics during regenerative braking. Further, the motor characteristics are different for each notch (powering notch, brake notch). During power running, the output torque The T _m is "positive", during regenerative braking, the motor operates as a generator, the output torque the T _m is "negative value".

The gear loss during power running is given by equation (6a), and the gear loss during regeneration is given by equation (6b).
In equations (6a) and (6b), “ η ” is the gear efficiency.

(C) braking losses brake loss L _b is the loss that occurs when the non-regenerative braking, such as the mechanical brake and power brakes are operated. The non-regenerative brake, but the kinetic energy of the vehicle is converted into thermal energy, the thermal energy is brake loss L _b, is given by Equation (7).
At the time of braking, one or both of the regenerative brake and the non-regenerative brake are operated. Usually, the operation of the regenerative brake is prioritized, and the non-regenerative brake is controlled to operate when the braking force is insufficient. That is, at least the regenerative brake is basically operated during braking. This embodiment is based on this idea.

[Function configuration]
FIG. 2 is a functional configuration diagram of the loss energy calculation apparatus 1 of the present embodiment. The loss energy calculation device 1 is a computer that includes an operation input unit 12, a display unit 14, a communication unit 16, a processing unit 20, and a storage unit 30.

  The operation input unit 12 is an input device including, for example, a keyboard, a mouse, a touch panel, and various switches, and outputs an input signal corresponding to the operation input to the processing unit 20. The display unit 14 is a display device realized by, for example, a liquid crystal display (LCD) or an organic EL display, and performs various screen displays based on display signals from the processing unit 20. The communication unit 16 is a communication device realized by, for example, a wireless communication module, a router, a modem, a wired communication cable jack or a control circuit, and performs data communication with an external device.

  The processing unit 20 is realized by an arithmetic device such as a CPU, for example. Based on the program and data stored in the storage unit 30, the input data from the operation input unit 12, and the like, Provides instructions and data transfer. Further, the processing unit 20 includes a traveling state acquisition unit 21, a train resistance loss calculation unit 22, an equipment loss calculation unit 23, a brake loss calculation unit 24, a loss energy calculation unit 25, and a loss energy display control unit 26. The loss energy calculation process (see FIG. 4) according to the loss energy calculation program 31 is performed.

  In the loss energy calculation process, the loss energy at each travel position (time) when the railway vehicle whose specifications are determined by the vehicle condition data 33 travels on the track defined by the track condition data 32 according to the driving information 34 is calculated. Calculate and display the breakdown as a graph. The driving information 34 includes driving curve data 35 relating to driving curves and driving operation data 36 relating to notches (powering notches and brake notches) at the respective travel positions. The driving information 34 may be information collected at the time of actual operation, for example, information generated by a known driving curve creation system that estimates the traveling of a train by giving track conditions and vehicle conditions. May be.

  The driving state acquisition unit 21 acquires, from the driving information 34, the driving speed V, elapsed time, and driving operation information (notch) at a given time point (given driving position) for calculating the loss energy. Further, the train running state (power running / running / braking) is determined and acquired from the acquired notch. The information acquired by the driving status acquisition unit 21 is collectively referred to as a driving status.

The train resistance loss calculation unit 22 calculates the train resistance loss at the target travel position. That is, based on the traveling speed V, the traveling resistance loss _LR is calculated according to the equation (1). Further, it is determined from the travel position and the travel speed V whether the train is at the departure time. If the train is at the departure time, the departure resistance loss L _S is calculated according to the equation (2) based on the travel speed V. Further, it is determined whether or not the traveling position is a curved portion by referring to the track condition data 32. If the traveling position is a curved portion, the curvature r and the traveling speed V corresponding to the traveling position acquired from the track condition data 32 are used. in accordance with equation (3), and calculates the curve resistive loss _{L C.} Further, with reference to the line condition data 32, the traveling position is determined it is within a tunnel, if the tunnel, based on the running speed V, according to equation (4), calculates the tunnel resistance loss L _T. Then, the calculated running resistance loss L _R, starting resistive losses L _S, curve resistive loss L _C, and the sum of the tunneling resistance loss L _T, and trains resistive losses in the running position.

The device loss calculation unit 23 calculates device loss at a given travel position. That is, at the time of power running, the motor rotational speed N _m is obtained from the running speed V, and the motor loss L _m at the time of power running is calculated according to the equation (5). Further, the gear loss L _gp during powering is calculated according to the equation (6a). The sum of the calculated power loss motor loss L _m and the power loss gear loss L _gp is the device loss during power operation. On the other hand, during braking, obtains the line speed N _m of the motor from the running speed V, according to equation (5) to calculate the motor loss L _m at the time of braking. Further, the gear loss L _gb at the time of braking is calculated according to the equation (6b). The sum of the calculated braking motor loss L _m and braking gear loss L _gb is _defined as the device loss during braking.

Brake loss calculation unit 24, when the traveling state is the brake, on the basis of the running speed V, according to equation (7), calculates a brake loss L _b.

  The loss energy calculation unit 25 calculates the sum of the train resistance loss calculated by the train resistance loss calculation unit 22, the device loss calculated by the device loss calculation unit 23, and the brake loss calculated by the brake loss calculation unit 24. The energy loss at the travel position. The calculated loss energy is accumulated and stored as loss energy data 37 in association with the travel position and travel speed.

  The loss energy display control unit 26 displays the loss energy calculated by the loss energy calculation unit 25 on the display unit 14 in a graph. FIG. 3 is an example of a graph display of loss energy. In FIG. 3, the horizontal axis indicates the travel position (travel distance) and the vertical axis indicates the travel speed V and the loss energy of the train, along with the speed curve, the change in loss energy at each time is shown. Also, it shows the case of traveling between stations, so that the train accelerates from the state where it stops at the station, travels while repeating running and power running, and then operates the brake to stop at the next station Running. As a breakdown of the loss energy, train resistance loss, equipment loss, and brake loss are displayed. The train resistance loss changes almost according to the traveling speed. In addition to train resistance loss, device loss occurs during power running, and device loss and brake loss occur during braking.

  The storage unit 30 stores a system program for realizing various functions for the processing unit 20 to control the loss energy calculation device 1 in an integrated manner, a program and data for realizing the present embodiment, and the like. It is used as a work area of the processing unit 20 and temporarily stores calculation results executed by the processing unit 20 according to various programs, input data from the operation input unit 12, and the like. In the present embodiment, a loss energy calculation program 31, track condition data 32, vehicle condition data 33, driving information 34 including driving curve data 35 and driving operation data 36, and loss energy data 37 are stored.

  The line condition data 32 is data relating to a line for which loss energy is to be calculated, and stores the gradient and curvature r of each point (position) on the line, the presence / absence of a tunnel, and the like.

The vehicle condition data 33 is data relating to the railway vehicle that is subject to calculation of loss energy. In addition to the vehicle weight W, vehicle performance such as acceleration, deceleration, and maximum speed, the motor installed in the railway vehicle, It stores equipment data related to electrical equipment such as gears. As the device data, for example, the gear efficiency η and the motor characteristics defining the relationship between the motor rotation speed N _m and the output torque T _m for each notch (including the brake notch) as shown in FIG. Includes the performance of non-regenerative brakes such as mechanical brakes.

  The operating curve data 35 is data relating to an operating curve that is a calculation target of loss energy. The elapsed time and speed for each position (travel distance) in the travel section are stored. The driving operation data 36 stores driving operation information (notches) corresponding to each driving position (traveling distance) corresponding to the driving curve data 35.

[Process flow]
FIG. 4 is a flowchart for explaining the flow of the loss energy calculation process. This process changes the travel position (time) of the loss energy when the railway vehicle whose specifications are determined by the vehicle condition data 33 travels on the track defined by the track condition data 32 according to the driving information 34. It is a process to calculate.

  First, as an initial setting, the travel position P to be calculated is set to the start position P0 of the driving curve (step S1). Next, the traveling state acquisition unit 21 acquires a traveling speed V and a notch corresponding to the traveling position P (step S3), and determines a traveling state (powering / running / braking) at the traveling position P from the acquired notch. Obtain (step S5). Subsequently, the train resistance loss calculation unit 22 calculates a train resistance loss based on the travel position P, the travel speed V, and the like (step S7).

  If the running state at the running position P is power running (step S9: YES), the equipment loss calculating unit 23 calculates power running equipment loss based on the running speed V, the notch, and the like (step S11). If the traveling state at the traveling position P is braking (steps S9: NO to S13: YES), the device loss calculating unit 23 calculates the device loss during braking based on the traveling speed V, the notch, and the like ( Step S15). Further, the brake loss calculating unit 24 calculates the brake loss based on the traveling speed V or the like (step S17).

  Thereafter, if the travel position P has not reached the end position Pe of the driving curve (step S19: NO), the travel position P is shifted by a predetermined distance ΔP (step S21), and then the process returns to step S3. Repeat the process. If the travel position P reaches the end position Pe (step S19: YES), the loss energy display control unit 26 displays the calculated loss energy in a graph (step S23). If the above process is performed, a loss energy calculation process will be complete | finished.

[Function and effect]
As described above, the loss energy calculation apparatus 1 according to the present embodiment calculates each of the train resistance loss, the device loss, and the brake loss as a breakdown of the energy loss at each travel position P in the given operation curve, and displays the graph. . As a result, it is possible to analyze the loss energy related to the running of the railway vehicle, and it is possible to easily grasp the breakdown of the loss energy by the graph display. Further, by calculating and comparing the loss energy for each of a plurality of operation curves (operation curve data 35) when the operation conditions (operation operation data 36) are different in the same section, the optimum operation curve from the viewpoint of the loss energy. It is also possible to evaluate.

[Modification]
It should be noted that embodiments to which the present invention can be applied are not limited to the above-described embodiments, and can of course be changed as appropriate without departing from the spirit of the present invention.

(A) Railway vehicle For example, in the above-described embodiment, the railway vehicle is an electric vehicle having a motor, but other vehicles such as a pneumatic vehicle having an engine and a transmission, and a hybrid having a battery (power storage device). It is good also as a diesel hybrid vehicle which has a vehicle and a generator. In this case, the present invention can be applied so as to calculate a loss corresponding to each device that the railway vehicle has as a device loss. This will be specifically described.

In (A-1) a railway vehicle having an engine such as a vehicle diesel vehicle having an engine, is calculated including the engine losses L _e in equipment loss. The engine loss L _e is given as a difference between the engine input P _ein and the engine output P _eout as shown in the following equation (8).
In equation (8), “E _f ” is the fuel energy input, and “R _f ” is the instantaneous fuel consumption of the engine.

(A-2) Vehicle having a transmission In a vehicle having a transmission such as a diesel vehicle, calculation is performed by including the transmission loss L _t in the equipment loss. The transmission loss L _t is given as a difference between the transmission input P _tin and the transmission output P _tout as shown in the following equation (9).

(A-3) Vehicle having battery In a vehicle having a battery such as a hybrid vehicle, calculation is performed by including the battery loss in the device loss. The battery loss is calculated according to the battery model such as efficiency and internal resistance.

(A-4) In a vehicle having a generator, such as a vehicle diesel hybrid vehicle having a generator, is calculated, including a generator loss L _d in equipment loss. The generator loss L _d is given as a difference between the generator input P _din and the generator output P _dout as shown in the following equation (10).

(B) Loss energy calculation and display during operation In the above-described embodiment, it has been described that the loss energy is calculated afterwards, but it is also possible to calculate and display the loss energy immediately during operation of the railway vehicle. Good. That is, the loss energy calculation device 1 is mounted on a railway vehicle, and information on the traveling position, traveling speed, and notch (driving operation) is input from the railway vehicle, and the processes in steps S5 to S17 in FIG. 4 are performed. Then, the calculated loss energy and its breakdown are displayed on the display unit of the cab.

DESCRIPTION OF SYMBOLS 1 Loss energy calculation apparatus 12 Operation input part, 14 Display part, 16 Communication part 20 Processing part 21 Running condition acquisition part, 22 Train resistance loss calculation part 23 Equipment loss calculation part, 24 Brake loss calculation part 25 Loss energy calculation part, 26 Loss energy display control unit 30 Storage unit 31 Loss energy calculation program 32 Line condition data, 33 Vehicle condition data 34 Driving curve data, 35 Driving operation data, 37 Loss energy data

Claims (3)

A loss energy calculation device for calculating a loss energy related to travel of a railway vehicle that controls a motor to perform power running and regenerative braking,
Obtaining means for obtaining driving operation information and traveling speed at a given traveling position (hereinafter collectively referred to as “running situation information”);
Train resistance loss energy calculating means for calculating train resistance loss energy related to travel at the travel position using the track information and the travel status information at the given travel position;
Using the travel status information and the driving power of the motor at the time of powering determined from the travel status information or the regenerative power of the motor at the time of regeneration (hereinafter collectively referred to as “motor input end energy”), Device loss energy calculation means for calculating device loss energy at a given travel position;
Brake loss energy calculating means for calculating non-regenerative brake energy as brake loss energy using the traveling state information when the traveling state of the railway vehicle determined based on the driving operation information is braking.
Output control means for performing control to output at least the train resistance loss energy , the equipment loss energy, and the brake loss energy as a breakdown of the loss energy at the given travel position;
Equipped with a,
The train resistance loss energy calculating means, the equipment loss energy calculating means, and the brake loss energy calculating means are caused to function while changing the given travel position, and the output control means, together with a graph of the travel speed during travel In order from the bottom, the train resistance loss energy, the equipment loss energy and the brake loss energy in each corresponding travel position are displayed in a graph of the breakdown of the loss energy.
Loss energy calculation device. The device loss energy calculating means obtains a power related to the motor by using the notch information included in the driving operation information and the traveling speed, and calculates the power from the difference between the power and the motor input end energy. to have the motor energy loss calculation means for calculating a motor loss energy at given travel position,
The loss energy calculation apparatus according to claim 1. A program for causing a computer to calculate energy loss related to travel of a railway vehicle that performs power running and regenerative braking by controlling a motor,
Acquisition means for acquiring driving operation information and traveling speed at a given traveling position (hereinafter collectively referred to as “ traveling state information ”) ;
Train resistance loss energy calculation means for calculating train resistance loss energy related to travel at the travel position using the track information and the travel status information at the given travel position,
Using the travel status information and the driving power of the motor at the time of powering determined from the travel status information or the regenerative power of the motor at the time of regeneration (hereinafter collectively referred to as “ motor input end energy ”), Device loss energy calculation means for calculating device loss energy at a given travel position;
Brake loss energy calculating means for calculating non-regenerative brake energy as brake loss energy using the traveling state information when the traveling state of the railway vehicle determined based on the driving operation information is braking.
Output control means for performing control to output at least the train resistance loss energy , the equipment loss energy and the brake loss energy as a breakdown of the loss energy at the given travel position;
It causes the computer to function as,
The train resistance loss energy calculating means, the equipment loss energy calculating means, and the brake loss energy calculating means are caused to function while changing the given travel position, and the output control means, together with a graph of the travel speed during travel In order from the bottom, the train resistance loss energy, the equipment loss energy and the brake loss energy in each corresponding travel position are displayed in a graph of the breakdown of the loss energy.
program.