JP6858060B2 - Control method for railway vehicle drive system and railway vehicle power storage device - Google Patents

Description

The present invention relates to a drive system for a railway vehicle, and more particularly suitable for a drive system for a railway vehicle provided with a power storage device.

In recent years, in railroad vehicles, a regenerative brake that obtains braking force by operating a traction motor as a generator to generate electric power during braking has been used. Since the regenerative brake obtains braking force by consuming the electric power generated by the traction motor, a load is required to use it.

In a general railroad vehicle, the load is another railroad vehicle running on the same feeder section as the railroad vehicle. In other words, the power generated by the regenerative brake is returned to the overhead line and reused by other railroad vehicles as power running power, which contributes to energy saving of the railroad.

Here, if there are many railcars traveling on the same train section, there is a high probability that the regenerating railcars and the powering railcars are evenly balanced, but the railcars running on the same train section. If the number is small, the balance between the regenerating railcars and the powering railcars may not be even, and the number of regenerating railcars may increase and the regenerating load may be insufficient. In this case, the DC voltage of the inverter device becomes high due to the regenerative power, which exceeds the allowable voltage of the inverter device.

Therefore, when there are few railroad vehicles running on power, light load regeneration control is performed to narrow down the regenerative power before exceeding the allowable voltage, and the insufficient braking force is compensated by the air brake. In addition, if there is no power running railroad vehicle that serves as a load, the regenerative brake will expire so that the power cannot be returned to the overhead wire, and during the expiration, the regenerative brake will not operate and the vehicle will stop only with the air brake.

In either case, since an air brake that cannot reuse energy is used, the energy saving effect of the regenerative brake is reduced.

As described above, in order to return the regenerative braking power to the overhead wire, it is necessary that there is a load that consumes the power. Therefore, by installing a power storage device that can store regenerative braking power in the inverter device on the upper side of the vehicle, the energy saving effect of the regenerative braking can be obtained regardless of whether or not there are other railcars in power running. There is a way to be done.

Here, it is generally known that the internal resistance (hereinafter, may be abbreviated as "resistance") of a power storage device tends to increase due to charging / discharging or heat generation of an electric current. Further, in order to suppress such an increase in resistance, there is a control method in which the output is limited by the average value of the current squared values (hereinafter, may be abbreviated as "current squared average value") to reduce the calorific value.

Patent Document 1 discloses a control method for reducing the charging power when the mean square current value exceeds the upper limit value.

Such a resistance increase is usually an irreversible resistance increase, but only when a large current is continuously charged and discharged with respect to the capacity of the power storage device, a reversible resistance increase (hereinafter referred to as a resistance increase) different from the normal resistance increase. , "Reversible resistance increase" may be abbreviated).

In Patent Document 2, an increase in reversible resistance is detected based on a simple model formula of an electrochemical reaction and a difference in electrolyte concentration between electrodes, and when the degree of increase in reversible resistance exceeds a set value, the amount of charge / discharge current and the like are described. Control methods for limiting are disclosed.

Japanese Unexamined Patent Publication No. 2007-288906 JP-A-2010-60406

Since the control method of the prior art disclosed in Patent Document 1 aims to reduce the calorific value, the upper limit of the mean squared current value is uniquely defined from the calorific value limit value of the storage battery cell or the bus bar of the power storage device. .. On the other hand, when the control method of the prior art disclosed in Patent Document 1 is used for the purpose of suppressing the increase in reversible resistance described in Patent Document 2, the increase in reversible resistance is affected by the concentration distribution of the electrolytic solution between the electrodes. , It depends on the latest charging / discharging implementation status, and it is difficult to uniquely specify it. In addition, when the upper limit of the mean squared current value is uniquely specified, it must be specified based on the worst case in which the latest charge / discharge current amount is large and the difference in electrolyte concentration between the electrodes is large. Therefore, the current squared value must be specified. There is a concern that the upper limit of the average value will become smaller and the output will be limited frequently.

An object of the present invention is to provide a drive system for a railway vehicle provided with a power storage device capable of reducing the frequency of output limitation while suppressing an increase in reversible resistance of the power storage device.

The present invention controls so that the square-related value of the current charged / discharged in the power storage device for a railroad vehicle composed of a plurality of storage batteries is equal to or less than the upper limit of the square-related value of the current changed at a certain period. Regarding that.

The current square-related value is a value based on the square of the current, such as the mean square of the current, the integrated value of the square of the current, or the root mean square of the current. The larger the current, the larger the difference in electrolyte concentration between the electrodes, and the more likely it is that the reversible resistance rises. In particular, when a very large current is applied, lithium ions tend to stay in the vicinity of the electrode and a side reaction is likely to occur, so that the probability of an increase in reversible resistance becomes very high. Therefore, by using the square-related value of the current instead of the current value as the index of the output limitation, it is possible to control so that the sensitivity to a large current becomes large.

According to the present invention, since the upper limit of the square-related value of the current of the power storage device is changed for each period, the frequency of output limitation can be reduced while suppressing the increase in the reversible resistance.

The figure which shows the system configuration of the drive system for railroad vehicles which concerns on Example 1. The figure which shows the functional structure of the control device which concerns on Example 1. The figure which shows the operation command-inverter command value correspondence table stored in the control device which concerns on Example 1. The figure which shows an example of the time-series change of the battery current applied to Example 1. A flowchart showing the flow of control processing of the chopper command calculation unit of the control device according to the first embodiment. The figure which shows an example of the output limit level determination based on the mean square value of the current applied to Example 1. The figure which shows an example of the determination of the charge / discharge mode which concerns on Example 1. The figure which shows an example of the reflection method of the output limit level in the chopper command value which concerns on Example 1. The figure which shows an example of the operation method of the railroad vehicle which concerns on Example 1. The figure which shows an example of the correlation of the control index in each operation concerning Example 1 and the upper limit value of the current squared mean value. The figure which shows an example of the display of the display of the driver's cab which concerns on Example 1. The figure which shows the functional structure of the control device which concerns on Example 2. The figure which shows an example of the operation time calculation which takes in Example 2. The figure which shows an example of the correlation between the operation time which takes in Example 2 and the upper limit value of the current squared mean value. The figure which shows the functional structure of the control device which concerns on Example 3. The figure which shows an example of the current application time calculation which takes on Example 3. The figure which shows an example of the correlation between the current application time which takes on Example 3 and the upper limit value of the root mean square value. The figure which shows the functional structure of the control device which concerns on Example 4. The figure which shows an example of the charge / discharge current amount calculation which concerns on Example 4. The figure which shows an example of the correlation between the charge / discharge current amount applied to Example 4 and the upper limit value of the root mean square value. The figure which shows the functional structure of the control device which concerns on Example 5. The figure which shows the functional structure of the control device which concerns on Example 6.

In the embodiment, a power storage device composed of a plurality of storage batteries, a drive device for driving a railway vehicle based on the power supplied from the power storage device, and a control device for controlling the charge / discharge power of the power storage device are provided. Disclosed in a drive system for a railroad vehicle, a control device controls so that the square-related value of the current charged / discharged in the power storage device is equal to or less than the upper limit of the square-related value of the current changed at a certain period. To do.

Further, in the embodiment, in the control method of the power storage device for a railroad vehicle composed of a plurality of storage batteries, the square-related value of the current charged / discharged by the control device of the power discharge device for the railroad vehicle to the power storage device for the railroad vehicle is determined. We disclose what controls the current to be less than or equal to the upper limit of the square-related value of the current changed for each period.

Further, in the embodiment, it is disclosed that the square-related value of the current is the root mean square value of the current, the integrated value of the squares of the current, or the root mean square of the current.

Further, in the embodiment, it is disclosed that the upper limit value of the square-related value of the current is set for each operation of the railway vehicle. In addition, the upper limit of the current square-related value should be set based on the operating time during the previous operation, based on the current application time of the power storage device during the previous operation, or the power storage device during the previous operation. It is disclosed that the setting is based on the charge / discharge current amount.

Further, in the embodiment, it is disclosed that the upper limit value of the square-related value of the current is set based on the value always calculated. In addition, the upper limit of the square-related value of the current can be set based on the past operating time, the current application time of the past power storage device, or the charge / discharge current amount of the past power storage device. Disclose the setting based on.

Further, in the embodiment, it is disclosed that the larger the value of the operating time, the current application time of the power storage device, or the charge / discharge current amount of the power storage device, the smaller the upper limit value of the square-related value of the current is set.

Further, in the embodiment, it is disclosed that the output limiting state based on the squared value of the current is displayed on the display.

Hereinafter, the above and other features and effects of the present invention will be described with reference to the drawings.

In the embodiment described below, the power storage device is mounted on a train, and the application is applied to a railroad vehicle equipped with a light load regeneration system that stores regenerative power in the power storage device when there are few railroad vehicles in power running. The case will be described as an example. However, the present invention is equipped with a hybrid diesel railcar equipped with an engine and a power storage device, a battery train that runs on a non-electrified section with the discharge power of the power storage device, and an emergency running system that runs on the discharge power of the power storage device in an emergency such as a power failure. The same can be applied to railcars that have been used.

Further, in the examples described below, a case where a lithium ion battery is applied to the power storage element constituting the power storage device will be described as an example, but the same applies to other power storage elements such as a capacitor and a nickel hydrogen battery. it can.

The present invention is not limited to each embodiment, and includes various modifications. For example, the examples have been described in detail in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the configurations. Further, it is possible to replace a part of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to the configuration of one embodiment. In addition, other configurations can be added / deleted / replaced with respect to a part of the configurations of each embodiment.

FIG. 1 is a diagram showing a system configuration of a railroad vehicle drive system according to this embodiment. First, the configuration of each device of the railway vehicle drive system 1 will be described.

The power feeding device 2 includes a pantograph 2A, an overhead wire circuit breaker 2B, a voltage sensor 2C, and a filter reactor 2D. The railroad vehicle drive system 1 receives DC power via the pantograph 2A during power running. On the other hand, when the overhead line voltage measured by the voltage sensor 2C at the time of regeneration is sufficiently low and there is no load for inputting the regenerative power in the drive system 1 for a railroad vehicle, the DC power is returned to the overhead line via the pantograph 2A. If an abnormality occurs on the overhead wire side such as a power failure, the overhead wire circuit breaker 2B cuts off the circuit and disconnects the overhead wire from the main circuit. Further, since the current flowing from the overhead wire contains a ripple component, the ripple component is removed by the filter reactor 2D and the filter capacitor 3.

In this embodiment, a railroad vehicle equipped with a light load regeneration system has been described as an example, but the power feeding device 2 may be applied to a hybrid diesel railcar as an engine, a generator, and a converter.

The inverter 4 drives the electric motor 5 by converting the DC power supplied from the overhead wire via the pantograph 2A into three-phase AC power. The electric motor 5 takes the three-phase AC power output by the inverter 4 as an input, converts it into shaft torque, and outputs it. The speed reducer 6 decelerates the rotation speed of the electric motor 5 by a combination of gears having different numbers of teeth, and drives the wheel set 7 by the shaft torque amplified by the combination to accelerate or decelerate the vehicle.

The buck-boost chopper 8 is a DC-DC converter provided with a switching element, and controls the charging operation and the discharging operation of the power storage device 11 by controlling the current flowing through the main smoothing reactor 9. When an abnormality occurs in the power storage device 11, the circuit breaker 10 for the power storage device cuts off the circuit and disconnects the power storage device 11 from the main circuit. The power storage device 11 includes a current sensor 11A and a lithium ion battery 11B. The current sensor 11A is connected between the circuit breaker 10 for the power storage device and the lithium ion battery 11B, measures the current of the lithium ion battery 11B, and outputs the current to the control device 13. The lithium ion battery 11B is configured by connecting the storage battery cells of the lithium ion battery in series and parallel.

The driver's cab 12 outputs an operation command corresponding to the notch operation of the driver to the control device 13. It also has a display (not shown) that allows you to check the output restriction status of the drive system.

The control device 13 is generally an electronic circuit composed of a microcomputer, an analog circuit, and an IC element. The control device 13 outputs a control signal to the inverter 4 and the buck-boost chopper 8 based on the overhead wire voltage measured by the voltage sensor 2C, the battery current measured by the current sensor 11A, the operation command input from the driver's cab 12, and the like. Then, the power flow of the entire drive system 1 for railroad vehicles is controlled.

FIG. 2 is a diagram showing a functional configuration of the control device according to this embodiment. The function of the control device 13 includes a storage unit 13A, an inverter command calculation unit 13B, a current mean square value calculation unit 13C, an SOC estimation unit 13D, and a chopper command calculation unit 13E.

The storage unit 13A stores in advance data such as an operation command-inverter command value correspondence table, a reference voltage 1, and a reference voltage 2, which will be described later. Further, the storage unit 13A stores the battery charge rate SOC (hereinafter, may be abbreviated as “SOC”) estimated by the SOC estimation unit 13D as the SOC initial value according to the stop sequence of the control device 13, and the control device 13 stores the battery charge rate SOC (hereinafter, may be abbreviated as “SOC”). It has a function to output the SOC initial value to the SOC estimation unit 13D in the next startup sequence. Further, the storage unit 13A has a real-time clock that can grasp the date and time, and can record the date and time information as needed.

The inverter command calculation unit 13B inputs an operation command-inverter command value correspondence table from the storage unit 13A and an operation command from the driver's cab 12, respectively, and refers to the operation command-inverter command value correspondence table based on the operation command, and the inverter 4 Outputs the inverter command value to.

FIG. 3 is a diagram showing an operation command-inverter command value correspondence table stored in the control device according to this embodiment. The driving command is a command of the driving state changed by the notch operation of the driver, and is classified into acceleration (weak), acceleration (strong), brake (weak), brake (medium), brake (strong), and off. Will be done. The inverter command value is an output command value of the inverter 4 assigned to each operation command, and is uniquely determined based on the operation command.

The current squared average value calculation unit 13C calculates the current squared average value, which is an index of output limitation, based on the battery current input from the current sensor 11A, and outputs the current squared average value to the chopper command calculation unit 13E.

FIG. 4 is a diagram showing an example of time-series changes in the battery current according to this embodiment. The root mean square value I ² _ave is the sum of the squared values of the battery current at each measurement sampling point (in, in + 1, ..., I-2, i-1, i) in the predetermined time window. Is calculated by dividing by the number of sampling points n in the time window. The formula for calculating the root mean square value is shown in Equation 1.

The SOC estimation unit 13D calculates the battery charge rate SOC based on the battery current and the SOC initial value input from the current sensor 11A and the storage unit 13A, and outputs the battery charge rate SOC to the chopper command calculation unit 13E. The calculation formula of SOC is shown in Equation 2.

Here, SOC ₀ is the SOC initial value, I is the battery current, and Qmax is the capacity when the battery is fully charged.

In the chopper command calculation unit 13E, the reference voltages 1 and 2 and the reference SOCs 1 and 2 are estimated from the storage unit 13A, the overhead line voltage is obtained from the voltage sensor 2C, the current squared average value is estimated from the current squared average value calculation unit 13C, and the SOC is estimated. The SOC is input from the unit 13D, and the chopper command value is output to the buck-boost chopper 8 and the output limit level is output to the cab 12.

FIG. 5 is a flowchart showing a flow of control processing of the chopper command calculation unit of the control device according to the present embodiment. In S101, the output limit level is determined based on the mean squared current value.

FIG. 6 is a diagram showing an example of output limit level determination based on the mean squared current value according to this embodiment. The output limit level is 0 (no output limit) if it is less than 0.85 times the upper limit of the root mean square value, 0.85 times or more the upper limit of the root mean square value, and the upper limit of the root mean square value. If it is less than 0.90 times the value, it is 1, if it is 0.90 times or more of the upper limit of the root mean square value and less than 0.95 times the upper limit of the root mean square value, it is 2, and the root mean square value. If it is 0.95 times or more of the upper limit value of, it is determined by a method such as 3. Here, the method of setting the upper limit value of the current squared mean value will be described later.

In S102, the charge / discharge mode is determined.

FIG. 7 is a diagram showing an example of determination of the charge / discharge mode according to this embodiment. There are three charge / discharge modes, 1 (charge mode), 2 (discharge mode), and 0 (stop mode), and the chopper command value is set to positive (charge), negative (discharge), and 0 (discharge) according to each mode. Set to a value of 0 (charge / discharge stop). The charge / discharge mode is determined based on the reference voltages 1 and 2 input from the storage unit 13A, the reference SOCs 1 and 2, the overhead line voltage input from the voltage sensor 2C, and the SOC input from the SOC estimation unit 13D. For example, when the overhead wire voltage is 2 or more and the SOC is less than the reference SOC 2, the overhead wire voltage is too high to supply regenerative power to the overhead wire, and the power storage device 11 can be charged. Therefore, the charge / discharge mode is set to 1 ( Charging mode). On the other hand, when the overhead wire voltage is less than the reference voltage 1 and the SOC is the reference SOC 1 or more, the overhead wire voltage is low, the current loss is large, and the power storage device 11 can be discharged. Therefore, the charge / discharge mode is set to 2 (discharge mode). To do. When the overhead line voltage and SOC are in other regions, the charge / discharge mode is set to 0 (stop mode).

In S103, it is determined whether the charge / discharge mode is 0 (stop mode). When the charge / discharge mode is determined to be 0 (stop mode) in S103, the chopper command value is set to 0 (S104). On the other hand, when it is determined in S103 that the charge / discharge mode is other than 0 (stop mode), a chopper command value reflecting the output limit level is set (S105).

FIG. 8 is a diagram showing an example of a method of reflecting the output limit level in the chopper command value according to this embodiment. When the charge / discharge mode is 1 (charging mode) and the output limit levels are 0, 1, 2, and 3, the chopper command values are set to 100, 90, 60, and 0, respectively. When the charge / discharge mode is 2 (discharge mode) and the output limit levels are 0, 1, 2, and 3, the chopper command values are set to -100, -90, -60, and 0, respectively. As a result, the higher the output limit level, the larger the output limit, and the less likely it is that the root mean square value will rise.

In S106, the output limit level set in S101 and S104 or S105, and the chopper command value are transmitted to the cab 12 and the buck-boost chopper 8, respectively.

By carrying out the above-mentioned processes S101 to S106 for each control cycle, the charge / discharge power of the power storage device 11 is continuously managed, and the current squared average value is controlled to be equal to or less than the upper limit value.

Subsequently, a method of setting the upper limit value of the current squared mean value will be described.

FIG. 9 is a diagram showing an example of an operation method of a railway vehicle according to the present embodiment. For example, the route between A station and D station from A station to D station via B station and C station will be described. Normally, in railway operation, since a plurality of railway vehicles run simultaneously between one line, the entire line is operated by assigning an operation pattern for each train and rotating it. For example, this line will be operated by four railcars. The first train departs from A station, passes through B and C stations, turns back at D station, and berths at C station (operation 1). The second train departs from C station, goes through B station, turns back at A station, goes through B station again, and berths at C station (operation 2). The third train departs from C station, turns back at D station, passes through C station and B station, and berths at A station (operation 3). The fourth train set will be maintained at station A while berthing. In this way, by assigning an operation pattern for each formation and rotating it, vehicle management of the entire route is performed.

Here, the distance between stations differs from station to station in most cases. In addition, it is considered that the height difference of the lines between stations also differs depending on each station. Therefore, it is considered that there will be differences in the mileage and load pattern in each operation. As a result, it is expected that there will be differences in the operating time in each operation, the current application time of the power storage device, and the charge / discharge current amount of the power storage device.

FIG. 10 is a diagram showing an example of the correlation between the control index and the upper limit value of the current squared mean value in each operation according to this embodiment. In FIGS. 10A, 10B, and 10C, the control indexes are the operating time, the current application time of the power storage device, and the charge / discharge current amount of the power storage device, respectively. The operating time, the current application time of the power storage device, and the charge / discharge current amount of the power storage device are all important indicators for suppressing the increase in the reversible resistance of the power storage device 11 mentioned as an issue, and the higher these values are, the more they are. It is highly possible that the difference in electrolyte concentration between the electrodes is large, and it is considered that the reversible resistance is likely to increase. Therefore, it is considered more effective to set the upper limit of the mean square value of the current smaller as the value of the operating time during the previous operation, the current application time of the power storage device, or the charge / discharge current amount of the power storage device increases. When actually implementing it in control, one of these indicators is used to specify the upper limit of the root mean square value.

In this example, the evaluation period at the time of the previous operation is one day before, but half a day or several days may be set as the evaluation period at the time of the previous operation.

Further, when the current application time of the power storage device is used as an index for defining the upper limit value of the root mean square value, a separate threshold value may be provided for determining the current application time, for example, ± 5 A or more.

FIG. 11 is a diagram showing an example of the display of the display of the driver's cab according to this embodiment. The driver's cab 12 inputs the output limit level from the chopper command calculation unit 13E of the control device 13, and displays the output limit level on the display (not shown) installed in the driver's cab 12 together with the vehicle operation and the vehicle speed. indicate. As a result, the driver can confirm the state of the output limit based on the mean squared current value and can reflect it in the vehicle operation.

According to this embodiment, as compared with the case where the upper limit value of the root mean square value of the current is uniquely determined according to the worst case, the frequency of output limitation can be reduced while suppressing the increase in the reversible resistance of the power storage device 11.

In this embodiment, the upper limit of the mean square value of the current is not set for each operation of the railway vehicle, but is set based on the operating time calculated at all times. Hereinafter, the differences from the first embodiment will be mainly described.

FIG. 12 is a diagram showing a functional configuration of the control device according to this embodiment. In the control device 13 of this embodiment, an operating time calculation unit 13F is added to the function of the control device 13 of the first embodiment. The operating time calculation unit 13F outputs the control device on / off signal to 2 (on level) in the start sequence of the control device 13 and the control device on / off signal to 1 (off level) in the stop sequence of the control device 13, respectively, to the storage unit 13A. To do. Further, the operating time calculation unit 13F inputs the time when the control device is turned on / off (control device on / off time) from the storage unit 13A at any time during activation, and calculates the operating time within a certain period in the past based on this.

FIG. 13 is a diagram showing an example of calculating the operating time according to this embodiment. In this embodiment, the calculation of the operating time of the past one day (previous day) will be described as an example, but the past fixed period may be several minutes, several tens of minutes, several hours, or several days. Further, although the period is defined in FIG. 13 with reference to 24:00 when the date changes, the current time may be used as a reference. In FIG. 13, the operating time calculation unit 13F outputs 2 (on level) at 4:30 and 14:00 and 1 (off level) at 11:30 and 22:00 to the storage unit 13A. I know all the control device on / off times of the previous day. From these control device on / off times, it is calculated that the first operating time is 7 hours, the second operating time is 8 hours, and the total operating time on the previous day is 15 hours. In this embodiment, this operating time is constantly calculated, and the upper limit of the current squared average value is defined based on this.

FIG. 14 is a diagram showing an example of the correlation between the operating time required in this embodiment and the upper limit value of the root mean square value. As shown in FIG. 14, the higher the operating time, the lower the upper limit of the root mean square value is set. As a result, the longer the operating time, the more the mean square current value is suppressed, thereby suppressing the increase in the reversible resistance of the power storage device 11.

In this embodiment, the upper limit of the mean square value of the current is not set based on the operating time predetermined for each operation of the railway vehicle, but is set based on the operating time calculated at all times. As a result, even when the operating time is different from the normal one due to the disorder of the timetable, the difference in the operating time can be reflected in the output control of the power storage device 11 in a timely manner.

In this embodiment, the upper limit of the mean square value of the current is not set for each operation of the railway vehicle, but is set based on the current application time of the power storage device 11 calculated at all times. Hereinafter, differences from Examples 1 and 2 will be mainly described.

FIG. 15 is a diagram showing a functional configuration of the control device according to this embodiment. In the control device 13 of this embodiment, the current application time calculation unit 13F2 is added to the function of the control device 13 of the first embodiment.

The current application time calculation unit 13F2 outputs the value of the current application time to the storage unit 13A in the control device 11 stop sequence, and the storage unit 13A records the current application time together with the input date and time information. Then, the current application time calculation unit 13F2 inputs the current application time and the data recording time information at any time during the activation of the control device 11, and calculates the current application time within the past fixed period based on the input of the current application time and the data recording time information.

FIG. 16 is a diagram showing an example of calculating the current application time according to this embodiment. In this embodiment, the calculation of the current application time of the past one day (previous day) will be described as an example, but the past fixed period may be several minutes, several tens of minutes, several hours, or several days. Further, in FIG. 16, the period is defined based on 24:00 when the date changes, but the current time may be used as a reference. Further, a threshold value may be separately set for determining the current application time, for example, ± 5 A or more. In FIG. 16, the current application time calculation unit 13F2 applies a current to the power storage device 11 between 4:30 and 10:30 and 17:00 and 23:00, and the total current application time on the previous day is 12 hours. Is.

FIG. 17 is a diagram showing an example of the correlation between the current application time and the upper limit value of the root mean square value of the present embodiment. As shown in FIG. 17, the higher the current application time, the lower the upper limit of the root mean square value is set. As a result, the longer the current application time is, the more the mean square value of the current is suppressed, and the increase in the reversible resistance of the power storage device 11 is suppressed.

In this embodiment, the upper limit of the mean square value of the current is not set based on the current application time predetermined for each operation of the railway vehicle, but is set based on the current application time calculated at all times. As a result, even when the current application time is different from the normal one due to the operating status of the auxiliary machine (not shown), the difference in the current application time can be reflected in the output control of the power storage device 11 in a timely manner.

In this embodiment, the upper limit of the root mean square value of the current is not set for each operation of the railway vehicle, but is set based on the charge / discharge current amount of the power storage device 11 calculated at all times. Hereinafter, differences from Examples 1 to 3 will be mainly described.

FIG. 18 is a diagram showing a functional configuration of the control device according to this embodiment. In the control device 13 of this embodiment, the charge / discharge current amount calculation unit 13F3 is added to the function of the control device 13 of the first embodiment.

The charge / discharge current amount calculation unit 13F3 outputs the value of the charge / discharge current amount to the storage unit 13A when the control device 11 is stopped, and the storage unit 13A records the charge / discharge current amount together with the input date and time information. deep. Then, the charge / discharge current amount calculation unit 13F3 inputs the charge / discharge current amount and these data recording time information at any time during the activation of the control device 11, and calculates the charge / discharge current amount within the past fixed period based on this. To do. FIG. 19 is a diagram showing an example of calculating the charge / discharge current amount according to this embodiment. In this embodiment, the calculation of the charge / discharge current amount for the past day (previous day) will be described as an example, but the past fixed period may be several minutes, several tens of minutes, several hours, or several days. Further, in FIG. 19, the period is defined based on 24:00 when the date changes, but the current time may be used as a reference. In FIG. 19, in the charge / discharge current amount calculation unit 13F3, a current is applied to the power storage device 11 between 4:30 and 10:30 and between 17:00 and 23:00, and the total charge / discharge current amount on the previous day is calculated. It is 1500 Ah.

FIG. 20 is a diagram showing an example of the correlation between the charge / discharge current amount and the upper limit value of the root mean square value according to this embodiment. As shown in FIG. 20, the higher the charge / discharge current amount, the lower the upper limit of the root mean square value is set. As a result, the higher the charge / discharge current amount, the more the mean square current value is suppressed, and the increase in the reversible resistance of the power storage device 11 is suppressed.

In this embodiment, the upper limit of the root mean square value of the current is not set based on the charge / discharge current amount predetermined for each operation of the railway vehicle, but is set based on the charge / discharge current amount calculated at all times. As a result, even when the charge / discharge current amount is different from the initial amount due to the deterioration state of the power storage device 11, the difference in the charge / discharge current amount can be reflected in the output control of the power storage device 11 in a timely manner.

In this embodiment, the index used for the output limitation is the root mean square value of the current instead of the root mean square value of the current. Hereinafter, differences from Examples 1 to 4 will be mainly described.

FIG. 21 is a diagram showing a functional configuration of the control device according to the fifth embodiment. The control device 13 of this embodiment includes a current squared integrated value calculation unit 13C2 instead of the current squared average value calculation unit 13C of the control device 13 of the first embodiment. The current squared integrated value ΣI ² is the sum of all the squared values of the battery current at each measurement sampling point (in, in + n + 1, ..., I-2, i-1, i) in the predetermined time window. Calculate together. The formula for calculating the integrated current squared value is shown in Equation 3.

Further, in this embodiment, the upper limit value in the chopper command calculation unit 13E is also set by the root mean square value of the current instead of the root mean square value of the current.

In this embodiment, the index used for the output limitation is the root mean square value of the current instead of the root mean square value of the current. As a result, the step of dividing by the number of sampling points n in the time window can be omitted, so that the possibility of a system error due to division by zero can be eliminated.

In this embodiment, the index used for output limiting is the root mean square of the current instead of the mean square of the current. Hereinafter, differences from Examples 1 to 5 will be mainly described.

FIG. 22 is a diagram showing a functional configuration of the control device according to this embodiment. The control device 13 of the present embodiment includes a current squared mean square root calculation unit 13C3 instead of the current squared average value calculation unit 13C of the control device 13 of the first embodiment. The root mean square _Irms of the current is the sum of the squared values of the battery current at each measurement sampling point (in, in + 1, ..., I-2, i-1, i) in the predetermined time window. It is calculated by dividing by the number of sampling points n in the time window and then taking the square root of that value. The formula for calculating the root mean square of the current is shown in Equation 4.

Further, in this embodiment, the upper limit value in the chopper command calculation unit 13E is also set by the root mean square of the current instead of the mean square value of the current.

In this embodiment, the index used for output limiting is the root mean square of the current instead of the mean square of the current. As a result, the unit becomes the same amperage as the battery current, and it becomes easy to intuitively grasp the state.

1 ... Railway vehicle drive system, 2 ... Power supply device, 2A ... Pantograph, 2B ... Overhead wire breaker, 2C ... Voltage sensor, 2D ... Filter reactor, 3 ... Filter capacitor, 4 ... Inverter, 5 ... Electric motor, 6 ... Deceleration Machine, 7 ... wheel shaft, 8 ... buck-boost chopper, 9 ... main smoothing reactor, 10 ... power storage device breaker, 11 ... power storage device, 11A ... current sensor, 11B ... lithium ion battery, 12 ... cab, 13 ... control Device, 13A ... Storage unit, 13B ... Inverter command calculation unit, 13C ... Current squared average value calculation unit, 13C2 ... Current squared integrated value calculation unit, 13C3 ... Current squared average square root calculation unit, 13D ... SOC estimation unit, 13E ... Chopper Command value calculation unit, 13F ... Operating time calculation unit, 13F2 ... Current application time calculation unit, 13F3 ... Charge / discharge current amount calculation unit

Claims (6)

A power storage device consisting of multiple storage batteries and
A drive device that drives a railway vehicle based on the electric power supplied from the power storage device, and
In a railroad vehicle drive system including a control device for controlling charge / discharge power of the power storage device.
In the control device, the square-related value of the current charged / discharged in the power storage device is set for each operation of the railway vehicle, and at least the value of the operating time at the time of the previous operation is set to be smaller as the value is larger. A drive system for railroad vehicles, characterized in that it is controlled so as to be equal to or less than the upper limit of the square-related value of. In the drive system for a railway vehicle according to claim 1,
A drive system for a railroad vehicle, wherein the square-related value of the current is the root mean square value of the current, the integrated value of the square of the current, or the root mean square of the current. In the railroad vehicle drive system according to claim 1 or 2.
A drive system for railroad vehicles, characterized in that the output limit status based on the squared value of the current is displayed on the display. In the control method of a power storage device for railway vehicles composed of multiple storage batteries,
Controller of the railway vehicle power storage device, the square-related value of the current being charged and discharged in power storage device for the rolling stock, is set for each operation of the rail vehicle, and the value of the operating time of at least the last operation A control method for a power storage device for a railroad vehicle, which is set to be smaller as the value is larger, and is controlled so as to be equal to or less than an upper limit value of the squared value of the current. In the method for controlling a power storage device for a railway vehicle according to claim 4.
A method for controlling a power storage device for a railway vehicle, wherein the square-related value of the current is the root mean square value of the current, the root mean square value of the current, or the root mean square of the current. In the method for controlling a power storage device for a railway vehicle according to claim 4 or 5.
A control method for a power storage device for railway vehicles, which comprises displaying an output limiting state based on a value related to the square of a current on a display.

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