JP6599775B2 - Train storage battery control device, method and program - Google Patents

Description

  Embodiments described herein relate generally to a train storage battery control device, method, and program.

Further energy savings (hereinafter simply referred to as energy savings) are also demanded for energy efficient railways due to the shortage of power in recent years. Energy conservation in railways includes changing auxiliary equipment such as air conditioning and lighting to energy efficient equipment and reducing energy during train travel.
Also, if multiple trains accelerate at the same time in a substation section after a power outage or a timetable disruption, power exceeding the power capacity of the substation may be required instantaneously. It may cause the system to break down.

Japanese Patent No. 3161154 Japanese Patent No. 3754729

Therefore, conventionally, a technique for adjusting the departure time has been proposed in order to limit trains that accelerate simultaneously.
However, if it departs later than the departure time planned with a preset schedule to limit the trains that accelerate at the same time, it could induce a delay.

On the other hand, when creating a diagram, the travel time between stations is given a margin in advance, and if the delay is in seconds, the delay can be recovered simply by changing the travel.
Therefore, the present invention provides a train storage battery control device, method, and program capable of suppressing the delay as much as possible while not exceeding the power capacity that can be supplied and suppressing the drop in overhead line voltage and regenerative expiration. The purpose is to do.

The train storage battery control device of the embodiment is a train storage battery control device that performs power storage control of an on-board power storage device of a train on which the on-vehicle power storage device is mounted.
The dividing unit stops from the current stop station to the next stop based on a notch position change point or a slope change point corresponding to a predetermined operation curve assumed as an operation curve from the current stop station to the next stop station of the train to be controlled. Divide the driving section leading to the station into multiple sections.

  The first determination unit sets the control mode of the on-vehicle power storage device to the charge control mode and the standby control based on whether the notch position and the gradient section are ascending, flat, or descending for each of the plurality of divided sections. One or a plurality of temporary control modes are determined from the mode and the discharge control mode.

Thereby, a 2nd determination part extracts the operation curve of the other train which drive | works the said control object train and an operation area at the same time in an operation area, and respond | corresponds to each time from the present time to predetermined time ahead. One of the temporary control modes is determined as the control mode based on the instantaneous power integrated value for each section of the entire train including the other trains for which the total value of the instantaneous power is calculated .

FIG. 1 is a schematic configuration block diagram of a train operation system including a train storage battery control device. FIG. 2 is a functional configuration diagram of the train storage battery control device. FIG. 3 is a process flowchart of the train storage battery control device of the embodiment. FIG. 4 is a process flowchart of the mode setting process of the on-vehicle power storage device. FIG. 5 is a diagram for explaining a position-notch operation curve and a position-gradient curve in the operation curve to be subjected to change point extraction. FIG. 6 is an explanatory diagram of an example of a table for temporarily determining the mode of the on-vehicle power storage device. FIG. 7 is a diagram illustrating a time-power curve and a time-gradient curve of the entire train other than the control target train. FIG. 8 is an explanatory diagram of an example of a table for mode determination of the on-vehicle power storage device.

Next, embodiments will be described with reference to the drawings.
FIG. 1 is a schematic configuration block diagram of a train operation system including a train storage battery control device.
The train operation system 10 can be broadly divided into a train 11, a substation 14 that supplies power to the train 11 via an overhead line 12 and a track 13, and a track circuit 15 for monitoring the operation state of the train 11. The train is connected to the substation 14 and the track circuit 15 through the transmission line 16 so as to be communicable, and the train 11 is managed by the train 11 via the ground transceiver 18 under the control of the train management device 17. 11 and a train storage battery control device 19 that performs power control using a driving support device 22 and an on-vehicle power storage device 23 described later.
In this case, it is assumed that the operation management device 17 and the train storage battery control device 19 are installed at the operation command center.

  The train 11 includes an on-vehicle transmission / reception device 21 that communicates with the ground transmission / reception device 18, an operation support device 22 that provides driving support for the driver, and an on-vehicle vehicle that can store electric power and execute power supply control. Power storage device 23. The on-board transmission / reception device 21 of the train 11 transmits the departure time and arrival time of the stop station, the traveling results between the stations, and the like to the ground operation management device 17, and the departure time and operation from the ground train storage battery control device 19. The driving support information displayed on the support device 22 is received.

  The substation 14 manages the power supplied to the train, the security equipment on the ground, the station equipment, and the like. In addition, the power management information of the substation 14 can be acquired by the train storage battery control device 19 installed at the operation command center via the transmission line 16.

  The track circuit 15 is for confirming the on-line status of the train. According to the track circuit 15, it is possible to perform control so that a plurality of trains 11 cannot exist in the same closed section, and security such as prevention of a train collision can be ensured.

The transmission line 16 is configured as a so-called communication network, and constitutes a communication line for notifying the operation management device 17 of the operation status of the train 11 and the status of power used by the substation.
The operation management device 17 manages the on-line status of the train using information from the track circuit 15 described above.

  The ground transmission / reception device 18 transmits information related to charge / discharge control of the on-vehicle power storage device 23 of the train 11 created by the train storage battery control device 19 to the on-vehicle transmission / reception device 21. In addition, the ground transmitting / receiving device 18 receives the actual charge / discharge state and power storage state (for example, SOC [State Of Charge]) of the on-vehicle power storage device 23 from the on-vehicle transmitting / receiving device 21.

  The train storage battery control device 19 performs charge / discharge control of the on-vehicle power storage device 23 according to the operation state of the train 11.

FIG. 2 is a functional configuration diagram of the train storage battery control device.
The train storage battery control device 19 is roughly divided into a departure time / arrival time setting unit 31, an operation curve creation unit 32, an instantaneous power calculation unit 33, a storage battery charge / discharge schedule setting unit 34, and an operation result database (DB). 35, a vehicle characteristic database (DB) 36, a route information database (DB) 37, and a driving curve database (DB) 38.

  The departure time / arrival time setting unit 31 sets the departure time of the currently stopped station (current station) and the next station (next station) to stop for the control target train 11 stopped at the current station. Set the arrival time.

  The driving curve creation unit 32 creates a driving curve of the train 11 to be controlled based on the calculated boarding rate and the travel time calculated from the departure time and arrival time for each vehicle type. Here, the boarding rate is calculated based on the output of a load sensor provided between the vehicle body and the carriage, for example.

  The instantaneous power calculation unit 33 uses the current time as a base point and, based on the created operation curve, the instantaneous power value at each time (for example, every other minute) up to a predetermined time ahead (for example, every hour) and the time The total value of the instantaneous power values is calculated.

  The storage battery charge / discharge schedule setting unit 34 is a vehicle mounted on the control target train 11 based on the instantaneous power value (at each time) calculated by the instantaneous power calculation unit 33 and the notch operation data of a plurality of trains at each time. The operation mode of the upper power storage device 23, that is, the storage battery charge / discharge schedule is determined.

  In the present embodiment, for ease of understanding, the on-vehicle power storage device 23 includes, as an operation mode, a charge mode in which charging is performed in the on-vehicle power storage device 23, a discharge mode in which discharge is performed in the on-vehicle power storage device 23, a vehicle It is assumed that the upper power storage device 23 is electrically disconnected and has three types of operation modes of a standby mode in which neither charging nor discharging is performed. However, even an on-vehicle storage battery device having four or more types of operation modes can be similarly applied.

The operation result database (DB) 35 is a database that records the actual value of train operation. It is a database in which a data group represented by a combination of speed, kilometer position, instantaneous power, notch number, etc. with respect to a time every predetermined time is recorded.
The vehicle characteristic database (DB) 36 is a database in which data such as a tensile force, a braking force, and an input current with respect to the speed of the train 11 are recorded.

The route information database (DB) 37 is a database in which information about routes such as the gradient with respect to the kilometer position of the route, the speed limit, and the curvature radius of the track is stored.
The operation curve database (DB) 38 is a database in which the operation curve created by the operation curve creation unit 32 and the operation curve calculated in advance on the travel time on the diagram are recorded.

Next, the operation of the embodiment will be described.
FIG. 3 is a process flowchart of the train storage battery control device of the embodiment.
The train storage battery control device 19 checks whether or not the control target train 11 has arrived at the station based on the position of the train 11 detected by the track circuit 15 at regular time intervals (for example, every second). And the train storage battery control apparatus 19 will start the process with respect to the said control target train 11, if the train 11 which arrived at the station is detected.

  First, the instantaneous power calculation unit 33 of the train storage battery control device 19 determines the instantaneous power value and the current value at each time (for example, 1 minute, 2 minutes,...) From the current time to a predetermined time (for example, 1 hour) ahead. A total value of instantaneous power (= integral value of instantaneous power) from the time to the time is calculated (step S11).

  In this case, the instantaneous power calculation unit 33 is a target of calculation of the instantaneous power that is a train that exists on the route at the calculation target time, and is a train that is on standby without being turned on in a garage or the like. Are excluded from the calculation target of the instantaneous power.

  Subsequently, when any train 11 on the route arrives at the corresponding next station, the departure time / arrival time setting unit 31 of the train storage battery control device 19 sets the arrived train 11 as the calculation target train 11. The departure time of the calculation target train 11 at the station, the arrival time of the calculation target train 11 at the next stop station, and the travel time from the station to the next stop station are determined (step S12).

In this case, since the departure time and arrival time of the train 11 cannot be determined only by the train 11 to be controlled, the train 11 is calculated using a predetermined prediction diagram.
Here, the departure time / arrival time setting unit 31 determines the departure time and the arrival time, thereby calculating the travel time according to the following equation.
Travel time = arrival time-departure time

Subsequently, the instantaneous power calculation unit 33 of the train storage battery control device 19 calculates the total value of the instantaneous power W (t) for each time t from the current time to a predetermined time (for example, one hour) ahead, in step S12. Using the set departure time, arrival time, and calculated travel time as keys, the operation curve DB 38 is referenced, and the control curve 11 is the same as the control target train 11, the vehicle type, the boarding rate, and the travel time. To extract. Then, the instantaneous power calculation unit 33 calculates the total value W of the instantaneous power W (t) corresponding to each time t from the current time to a predetermined time (for example, 1 hour) ahead based on the extracted operation curve. Then, including the currently running train, the instantaneous power at each time t up to a certain time ahead from the current time is integrated to calculate the sum W _total (t) of the instantaneous power (step S13).

  In the processing of step S13, with regard to the boarding rate, when schedules are usually divided into weekdays, holidays, and holidays, the past N of the same column number on the same weekday schedule on Monday is obtained from the past actual value. The average value for the week is determined by processing such as the estimated boarding rate of the train to be controlled. The method for estimating the boarding rate is not limited to this.

Subsequently, the storage battery charge / discharge schedule setting unit 34 of the train storage battery control device 19 calculates the sum W _total (t) of the instantaneous power at each time calculated in the process of step S13 and the instantaneous set in advance for each time. The power upper limit value W _high (t)> 0 and the lower limit value W _low (t) <0 are compared to determine whether or not the following expression is satisfied (step S14).
W _high (t)> W _total (t)> W _low (t)

In the determination of step S14,
W _high (t) ≦ W _total (t), or
W _total (t) ≦ W _low (t)
(Step S14; No), the operation curve creation unit 32 of the train storage battery control device 19 creates an operation curve so as to satisfy the following equation (Step S17), and the process proceeds to Step S16.
W _high (t)> W _total (t)> W _low (t)
In this case, as a method of creating an operation curve, for example, in the method described in International Publication No. 15/008318 pamphlet, the conditions represented by the above formula may be considered.

In the determination of step S14,
W _high (t)> W _total (t)> W _low (t)
The If satisfied (step S14; Yes), at time t, the sum of the instantaneous power _{W total} (t) is within the range represented out with the upper limit value _{W high} (t) and the lower limit value _{W low} (t) Therefore, the operation curve extracted in step S13 is directly adopted as the operation curve corresponding to the travel of the controlled train (step S15).
Subsequently, the mode of the on-vehicle power storage device 23 is set for the train 11 to be controlled (step S16).

FIG. 4 is a process flowchart of the mode setting process of the on-vehicle power storage device.
First, the storage battery charge / discharge schedule setting unit 34 of the train storage battery control device 19 changes the notch position corresponding to the travel position of the train 11 with respect to the operation curve extracted in step S13 in FIG. 3 or the operation curve created in step S17. A point and a change point of the gradient corresponding to the travel position of the train 11 are extracted (step S21).

FIG. 5 is a diagram for explaining a position-notch operation curve and a position-gradient curve in the operation curve to be subjected to change point extraction.
Specifically, the notch position change points are detected at the travel positions P1, P2, P5, P6, P9, P10, P11, P12, and P13.
Further, at the travel positions P3, P4, P7, and P8, gradient change points are detected.

  Next, the storage battery charge / discharge schedule setting unit 34 functions as a first determination unit, and temporarily determines the mode of the on-vehicle power storage device 23 between the changing points (step S22).

FIG. 6 is an explanatory diagram of an example of a table for temporarily determining the mode of the on-vehicle power storage device.
As shown in FIG. 6, for example, in the case of an acceleration notch (notch position = 1, 2, 3,...) And an upward gradient (for example, gradient> 5 ‰), the storage battery charge / discharge schedule setting unit 34 selects the discharge mode as a provisional mode.

  More specifically, for example, in the section of the traveling positions P9 to P10 shown in FIG. 5, since the acceleration notch (notch = 2) and the gradient> 10 ‰, the storage battery charge / discharge schedule setting unit 34 Select the mode as the provisional mode.

Further, for example, when the coasting notch (notch position = 0) and flat (for example, 5 ‰ ≧ gradient ≧ −5 ‰), the storage battery charge / discharge schedule setting unit 34 sets the charge mode and standby mode. And the discharge mode is selected as a provisional mode.
More specifically, for example, in the section of the traveling positions P3-P4 shown in FIG. 5, since the coasting notch (notch position = 0), 5 ‰ ≧ gradient ≧ −5 ‰, the storage battery charge / discharge schedule setting unit 34 Selects three modes of a charging mode, a standby mode, and a discharging mode as provisional modes.

Further, for example, in the case of a deceleration notch (notch position = −1, −2, −3,...) And a downward gradient (for example, gradient <−5 ‰), the storage battery charge / discharge schedule setting unit 34. Selects the charging mode as a provisional mode.
More specifically, for example, in the section of the traveling positions P5-P6 shown in FIG. 5, since it is a deceleration notch (notch = −2) and the gradient <−10 ‰, the storage battery charge / discharge schedule setting unit 34 The charging mode is selected as the provisional mode.

  Subsequently, the storage battery charge / discharge schedule setting unit 34 develops the tentative mode selected in step S22 on the time-power curve of the entire train other than the control target train (step S23).

FIG. 7 is a diagram illustrating a time-power curve and a time-gradient curve of the entire train existing in the same operation section including the control target train.
In FIG. 7, the time t1 to the time t13 correspond to the travel positions P1 to P13 in FIG. 5 as shown in the upper part of FIG.

  Specifically, the period from time t0 to time t1 is an increase period of the instantaneous power value of the entire train existing in the same operation section including the controlled train. That is, as a whole train existing in the same operation section including the control target train, the power consumption exceeds the regenerative power (including the case where there is no regenerative power).

  Further, the period from time t1 to time t2 is a period in which the instantaneous power value of the entire train existing in the same operation section including the control target train is constant. That is, the difference between the power consumption and the regenerative power is almost constant for the entire train in the same operation section including the control target train.

  Furthermore, the period from time t2 to time t5 is a period in which the instantaneous power value of the entire train existing in the same operation section including the controlled train is substantially zero. That is, it is a state where power consumption and regenerative power are balanced as a whole train existing in the same operation section including the control target train.

  Furthermore, the period from the time t5 to the time t6 is a decrease period of the instantaneous power value of the entire train existing in the same operation section including the controlled train. In other words, the regenerative power exceeds the power consumption of the entire train in the same operation section including the controlled train.

  Further, the period from time t6 to time t9 is a period in which the instantaneous power value of the entire train existing in the same operation section including the control target train is again substantially zero. That is, it is a state where power consumption and regenerative power are balanced as a whole train existing in the same operation section including the control target train.

  Furthermore, the period from time t9 to time t10 is a period in which the instantaneous power value of the entire train existing in the same operation section including the control target train is increased and becomes constant. That is, as a whole train existing in the same operation section including the control target train, the power consumption exceeds the regenerative power (including the case where there is no regenerative power) by a certain amount.

  Furthermore, the period from the time t10 to the time t11 is a period in which the instantaneous electric power value of the entire train existing in the same operation section including the controlled train is almost zero again. That is, it is a state where power consumption and regenerative power are balanced as a whole train existing in the same operation section including the control target train.

  In addition, the period from time t11 to time t12 is a period in which the instantaneous power value of the entire train existing in the same operation section including the control target train is rapidly decreased and increased again. That is, as a whole train in the same operation section including the control target train, the regenerative power rapidly exceeds the power consumption, and the difference gradually decreases.

  Furthermore, the period from the time t12 to the time t13 is a period in which the instantaneous electric power value of the entire train existing in the same operation section including the controlled train is almost zero again. That is, it is a state where power consumption and regenerative power are balanced as a whole train existing in the same operation section including the control target train.

FIG. 8 is an explanatory diagram of an example of a table for mode determination of the on-vehicle power storage device.
The storage battery charge / discharge schedule setting unit 34 functions as a second determination unit, and the integral value SV of the instantaneous power is set to a predetermined first value for each period divided by the notch position change point or the gradient change point shown in FIG. Which control mode is temporarily selected from among the temporarily determined control modes based on the relationship between the two threshold values of the first threshold value α (≧ 0) and the predetermined second threshold value β (≦ 0). It is determined whether the actual control mode is set (step S24).

  More specifically, when the control mode tentatively determined for the period delimited by the change point of the notch position or the change point of the gradient is the discharge mode or the standby mode, the integral value SV of the instantaneous power in the period is When the first threshold value α is exceeded (SV> α), the actual control mode is determined to be the discharge mode.

  In addition, when the temporarily determined control mode is the discharge mode or the standby mode and the integral value SV of the instantaneous power during the period is equal to or less than the first threshold value α (α ≧ SV), the integral value of the instantaneous power during the period. The actual control mode is determined to be the standby mode including the case where SV is equal to or less than the second threshold value β.

  When the control mode temporarily determined for the period delimited by the change point of the notch position or the change point of the gradient is the charge mode or the standby mode, the integral value SV of the instantaneous power during the period is the second threshold value β. In the case above, the actual control mode is determined to be the standby mode including the case where the integral value SV of the instantaneous power during the period exceeds the first threshold value α.

  In addition, when the temporarily determined control mode is the charging mode or the standby mode and the integral value SV of the instantaneous power during the period is less than the second threshold value β (β> SV), the actual control mode is set to the charging mode. decide.

  Further, when the control mode temporarily determined for the period delimited by the change point of the notch position or the change point of the slope is the charge mode, the standby mode or the discharge mode, the integral value SV of the instantaneous power in the period is If the threshold value α is exceeded (SV> α), the actual control mode is determined to be the discharge mode.

  In addition, when the temporarily determined control mode is the charge mode, the standby mode, or the discharge mode, and the integral value SV of the instantaneous power in the period is equal to or greater than the second threshold value β and equal to or less than the first threshold value α, The control mode is determined as the standby mode.

  In addition, when the temporarily determined control mode is the charge mode, the standby mode, or the discharge mode, and the integral value SV of the instantaneous power during the period is less than the second threshold value β (β> SV), the actual control mode is set. Determine the charging mode.

By the way, the control mode determined in the above processing is determined based on the driving curve to the last, and does not consider the actual state of the on-vehicle power storage device 23.
Therefore, the storage battery charge / discharge schedule setting unit 34 of the train storage battery control device 19 functions as an adoption unit. When the determined control mode is the discharge mode or the charge mode, the vehicle received via the ground transmission / reception device 18. The final control mode is set to the discharge mode or the charge mode only when it is determined that the upper power storage device 23 is actually discharged or charged based on the SOC, and the actual control based on the SOC. If it is determined that the battery cannot be discharged or charged, the final control mode is set to the standby mode (step S25).

  As described above, according to the present embodiment, the control mode of the on-board power storage device 23 of the control target train 11 is determined in consideration of the instantaneous power value of the entire train other than the control target train. Therefore, it is possible to efficiently recover the regenerative power generated when the control target train 11 travels, and to suppress the reduction in overhead voltage and regenerative expiration caused by other trains at the same time when the control target train 11 travels. It becomes possible.

  In addition, when the train 11 to be controlled is accelerated, electric power is supplied from the on-board power storage device 23 to assist, so that the acceleration force can be prevented from decreasing even when the vehicle is on an uphill slope, and there is less time to spare. Can also control the train to be controlled while suppressing the delay.

  The train storage battery control device of the present embodiment includes a control device such as a CPU, a storage device such as a ROM (Read Only Memory) and a RAM, an external storage device such as an HDD and a CD drive device, and a display device such as a display device. It has an input device such as a keyboard and a mouse, and has a hardware configuration using a normal computer.

  The program executed by the train storage battery control apparatus of the present embodiment is an installable format or executable format file, such as a CD-ROM, flexible disk (FD), CD-R, DVD (Digital Versatile Disk), or other computer. Recorded on a readable recording medium.

  Moreover, you may comprise so that the program executed with the train storage battery control apparatus of this embodiment may be provided by storing on a computer connected to networks, such as the internet, and downloading via a network. Moreover, you may comprise so that the program performed with the train storage battery control apparatus of this embodiment may be provided or distributed via networks, such as the internet.

  Moreover, you may comprise so that the program of the train storage battery control apparatus of this embodiment may be previously incorporated in ROM etc. and provided.

  The program executed by the train storage battery control device of the present embodiment has a module configuration including the above-described units (dividing unit, first determining unit, second determining unit, adopting unit,...), And actual hardware. As the CPU (processor) reads out and executes the program from the storage medium, the above-described units are loaded onto the main storage device, and the dividing unit, the first determining unit, the second determining unit, the adopting unit,... It is generated on the device.

  Although several embodiments of the present invention have been described, these embodiments are presented by way of example and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.

DESCRIPTION OF SYMBOLS 10 Train operation system 11 Train 12 Overhead line 13 Line 14 Substation 15 Track circuit 16 Transmission path 17 Operation management apparatus 18 Ground transmission / reception apparatus 19 Train storage battery control apparatus 21 On-vehicle transmission / reception apparatus 22 Driving support apparatus 23 On-board power storage apparatus 31 Departure time / Arrival time setting unit 32 Operating curve creation unit 33 Instantaneous power calculation unit 34 Storage battery charge / discharge schedule setting unit t0 to t13 Time W _high (t) Upper limit value of instantaneous power at time t W _low (t) Lower limit of instantaneous power at time t Value W _total (t) Sum of instantaneous power at time t (integrated value)

Claims (7)

A train storage battery control device that performs storage control of the on-board power storage device of a train equipped with the on-vehicle power storage device,
From the current stop station to the next stop station based on the notch position change point or slope change point corresponding to the predetermined operation curve assumed as the operation curve from the current stop station to the next stop station of the train to be controlled A dividing unit that divides the driving section up to a plurality of sections;
Based on whether the notch position and the gradient section are ascending, flat, or descending for each of the plurality of divided sections, the control mode of the on-vehicle power storage device is set to a charge control mode, a standby control mode, and a discharge control. A first determination unit that determines one or more temporary control modes from among the modes;
Extract the operation curves of the train to be controlled in the operation section and other trains traveling in the operation section at the same time, and calculate the total value of instantaneous power corresponding to each time from the current time to a predetermined time ahead A second determination unit that determines one of the temporary control modes as a control mode based on the instantaneous power integration value for each section of the entire train including the other trains,
A train storage battery control device. When the control mode determined by the second determination unit is the charge control mode or the discharge control mode, the control mode that is actually executed when the SOC of the on-vehicle power storage device can be charged or discharged is With an adopter that adopts the control mode determined by the second determiner,
The train storage battery control device according to claim 1. An operation curve database for storing a plurality of operation curves;
Based on the departure time of the current stop station of the train to be controlled, the arrival time of the next stop station and the travel time between stations calculated from the departure time and the arrival time, the operation curve database is referred to, and the control object An extraction unit for extracting a predetermined driving curve assumed as a driving curve from the current stop station to the next stop station of the train,
The train storage battery control apparatus of Claim 1 or Claim 2 provided with these. The extraction unit sets W _total (t) as the sum of instantaneous power at time t, sets an upper limit value W _high (t) [> 0] of the instantaneous power set in advance for each time, and is set for each time in advance. Lower limit value W _low (t) [<0],
W _high (t)> W _total (t)> W _low (t)
An operation curve satisfying the above is extracted as the predetermined operation curve.
The train storage battery control device according to claim 3. In the operation curve database,
W _high (t)> W _total (t)> W _low (t)
An operation curve generation unit that generates an operation curve that satisfies the above equation when an operation curve that satisfies
The train storage battery control device according to claim 4. A method that is executed by a train storage battery control device that performs power storage control of the on-vehicle power storage device of a train equipped with the on-vehicle power storage device,
From the current stop station to the next stop station based on the notch position change point or slope change point corresponding to the predetermined operation curve assumed as the operation curve from the current stop station to the next stop station of the train to be controlled Dividing the driving section up to several sections,
Based on whether the notch position and the gradient section are ascending, flat, or descending for each of the plurality of divided sections, the control mode of the on-vehicle power storage device is set to a charge control mode, a standby control mode, and a discharge control. Determining one or more temporary control modes from the modes;
Extract the operation curve of the train to be controlled in the operation section and other trains that travel in the operation section at the same time, and calculate the total value of instantaneous power corresponding to each time from the current time to a predetermined time ahead a process based on the instantaneous power integrated value of each section of the whole train is determined as the control mode any one of the temporary control modes including other trains that,
With a method. A program for controlling by a computer a train storage battery control device that performs storage control of the on-board storage device of a train equipped with an on-vehicle storage device,
The computer,
From the current stop station to the next stop station based on the notch position change point or slope change point corresponding to the predetermined operation curve assumed as the operation curve from the current stop station to the next stop station of the train to be controlled Dividing means for dividing the driving section up to a plurality of sections;
Based on whether the notch position and the gradient section are ascending, flat, or descending for each of the plurality of divided sections, the control mode of the on-vehicle power storage device is set to a charge control mode, a standby control mode, and a discharge control. A first determination type stage for determining one or a plurality of temporary control modes from among the modes;
Extract the operation curve of the train to be controlled in the operation section and other trains that travel in the operation section at the same time, and calculate the total value of instantaneous power corresponding to each time from the current time to a predetermined time ahead Second determination means for determining any one of the temporary control modes as a control mode based on the instantaneous power integrated value for each section of the entire train including the other trains,
Program to make it work.

Images