JP7227735B2 - Charge/discharge control system and charge/discharge control method - Google Patents

Description

TECHNICAL FIELD The present invention relates to a charge/discharge control system for a storage battery provided in a moving object, a storage battery vehicle, and a charge/discharge control method.

Against the backdrop of improved performance and lower prices of storage batteries, it is expected that storage battery railcars that run only on the power stored in on-board storage batteries will become popular. On the other hand, in the power system, attention is focused on procuring from the demand side the adjustment capacity necessary for maintaining the supply-demand balance through large-scale interconnection of renewable energy (hereinafter sometimes referred to as "renewable energy"). .

Storage battery railcars charge storage batteries with electricity from the outside. may be cheaper. Moreover, when the electric power charged in advance in the storage battery is discharged to the electric power system as the adjustment power, income can be obtained by selling the electric power.

As a conventional example related to storage battery railway vehicles, there is a technique disclosed in Patent Document 1. Patent Document 1 describes "A railway vehicle having a motor for powering and regenerative braking of an electric train, a bus to which a DC voltage in a predetermined voltage range is applied, and power being supplied from the bus to the motor. A power unit that controls rotation of the motor and returns regenerated electric power generated by the motor to a bus, an auxiliary device to which power is supplied from the bus, a storage battery that is charged and discharged between the bus, and the bus. a power supply unit for supplying power to the vehicle, a control unit for controlling charging and discharging of the storage battery, the power supply of the power supply unit, and the power supply to the auxiliary equipment, and a position detection device for detecting the position of the own train. and at least one of a DC-DC power supply unit and an AC-DC power supply unit as the power supply unit, the power supply unit having a function of regenerating power from the bus line to the overhead contact line, and the DC- The DC power supply unit is a unit that performs voltage conversion between the DC overhead contact line and the bus, and the AC-DC power supply unit is a unit that performs voltage conversion and AC/DC conversion between the AC contact line and the bus. , the control unit has a plurality of control modes for controlling the presence or absence of power supply and regeneration by the power supply unit and the discharging and charging of the storage battery, The control mode is selected based on one of power running, coasting, stopping and braking of the train, and the plurality of control modes includes first to fifth control modes, and the first control In the mode, when the storage battery is discharged and the total current supplied to the power plant and the auxiliary equipment exceeds the current that can be discharged by the storage battery, the power supply unit supplies the excess, and the second In the control mode of , the storage battery is charged and the power supply unit supplies power to the bus, and in the third control mode, the storage battery is charged and the current regenerated by the power plant is When the total current that can be charged by the storage battery and the current supplied to the auxiliary device is exceeded, the power supply unit regenerates the excess to the train line, and the storage battery is discharged in the fourth control mode. Also, the power supply and regeneration by the power supply unit are stopped, and in the fifth control mode, the storage battery is charged and the power supply and regeneration by the power supply unit are stopped, and the control unit causes the position detection When the position of the own train detected by the device is a non-electrified section or an electrified section during a power outage, the fourth and fifth When one of the control modes is selected and the operating state of the own train is powering, coasting or stopped, any one of the first, second and fourth control modes is selected, and the operating state of the own train is At the time of braking, one of the third and fifth control modes is selected. ” is stated.

JP 2014-75864 A

However, in Patent Document 1, "electric power purchased from an electric power company", "renewable energy power", "regenerative power from other trains" and "adjustment power provided from storage battery railway vehicles to the power system (that is, negative unit price )”, etc., there is no disclosure of a technique for formulating a charging/discharging plan for the storage battery according to these power types. Therefore, in the technology disclosed in Patent Document 1, "power purchased from electric power companies", "renewable energy power", "regenerative power from other trains" and "adjustment power provided from storage battery railway vehicles to the power system" If the power procurement unit price differs between the two, it is not possible to generate a charge/discharge plan that reduces the cost of procuring power for running.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and its object is to provide a charge/discharge control system, a battery vehicle, and a charge/discharge control method capable of drawing up a charge/discharge plan for a storage battery according to the type of electric power. to do.

In order to achieve the above object, a charge/discharge control system according to a first aspect includes a power amount recognition unit that recognizes the amount of power stored in a storage battery necessary for movement of a mobile body, and the power recognized by the power amount recognition unit. and a charging/discharging plan generating unit that generates a charging/discharging plan for each power supply type for the storage battery based on the amount.

ADVANTAGE OF THE INVENTION According to this invention, the charging/discharging plan to a storage battery can be drawn up according to an electric power classification.

FIG. 1 is a block diagram showing the configuration of the charge/discharge control system according to the embodiment. FIG. 2 is a flow chart showing the processing of the linking point/remaining power storage confirmation unit in FIG. 1 . FIG. 3 is a flow chart showing the processing of the section-by-section required electric energy recognizing unit of FIG. 1 . FIG. 4 is a diagram showing an example of a data format of the required storage amount database for each section of FIG. 1 . FIG. 5 is a diagram showing the relationship between the running speed from departure to stop of the storage battery train in FIG. 1 and the remaining power amount. FIG. 6 is a flow chart showing processing of the multiple interconnection point charge/discharge plan generation unit of FIG. 1 . FIG. 7 is a diagram showing an example of the data format of the renewable energy power generation prospect database of FIG. FIG. 8 is a diagram showing an example of the data format of the regenerative power generation prospective database of FIG. FIG. 9 is a diagram showing an example of a data format of the required reserve reserve amount database of FIG. 1 . FIG. 10 is a diagram showing an example of the data format of the power procurement unit price database for each power source in FIG. FIG. 11 is a diagram showing the relationship between the charging/discharging plan of the charging/discharging control system of FIG. 1 and the remaining power amount. FIG. 12 is a block diagram showing a hardware configuration example of the charge/discharge control system of FIG.

Embodiments will be described with reference to the drawings. In addition, the embodiments described below do not limit the invention according to the claims, and all of the elements described in the embodiments and their combinations are essential to the solution of the invention. Not necessarily.

FIG. 1 is a block diagram showing the configuration of the charge/discharge control system according to the embodiment. In addition, the following embodiment demonstrates taking the case of the case where the charging/discharging control system 101 is applied to storage battery trains 102a and 102b.

In FIG. 1, each storage battery train 102a, 102b runs on electric power stored in a storage battery. At this time, the storage battery trains 102a, 102b can run between the stations 103a, 103b, 103c without being supplied with power from the railway power system 104.

Each station 103 a , 103 b , 103 c is connected to a railway power system 104 . The railroad power system 104 is connected via a railroad substation 105 to a power system 106 owned by a power company. The railway substation 105 is equipment for adjusting the voltage of the railway power system 104 to a level that can be received by the storage battery trains 102a and 102b.

The storage battery train 102 a includes a control unit 1 , a charging/discharging circuit 2 , a power unit 3 and a storage battery 4 . The storage battery train 102b also has the same configuration as the storage battery train 102a.

The power unit 3 drives a motor that drives the storage battery train 102a. The power plant 3 exchanges power P3 with the charging/discharging circuit 2, drives the motor based on the power stored in the storage battery 4, and returns regenerated power generated by the motor to the storage battery 4. The power plant 3 is, for example, a VVVF (Variable Voltage Variable Frequency) inverter. The storage battery 4 stores electric power for running the storage battery train 102a. The charging/discharging circuit 2 exchanges electric power P1 with the railway power system 104, exchanges electric power P3 with the power plant 3, and exchanges electric power P2 with the storage battery 4. The control unit 1 controls charging/discharging of the charging/discharging circuit 2 . At this time, the control unit 1 can control charging/discharging of the charging/discharging circuit 2 based on the charging/discharging amount of the storage battery 4 planned for each power supply type.

The storage battery train 102a receives power from the railroad power system 104 connected at stations 103a, 103b, and 103c, stores it in the storage battery 4, and discharges the power stored in the storage battery 4 to the railroad power system 104 as adjustment power. or Since the railway power system 104 is not provided in the sections between the stations 103a, 103b, and 103c, the storage battery train 102a can run from the station 103a to the next station 103b using only the power stored in the storage battery 4. . Then, the storage battery train 102a is connected again to the railway power system 104 at the next station 103b, so that the storage battery 4 can be charged with electric power as necessary.

The charging/discharging control system 101 generates a charging/discharging plan for each power supply type for the storage battery 4, and outputs a control command M1 to carry out the planned charging/discharging to the storage battery train 102a. The power type includes at least one of power purchased from an electric power company, power generated by a private generator, renewable energy, regenerative power generated from other trains, and discharged power discharged to the railway power system 104. include. The charge/discharge control system 101 can generate a charge/discharge plan for each power source type for each of the battery trains 102a and 102b, and can control charging/discharging of each of the battery trains 102a and 102b. In addition, the charging/discharging control system 101 can generate a charging/discharging plan for each power supply type for each of the storage battery trains 102a and 102b for each station 103a, 103b, and 103c, and control the charging/discharging of each storage battery train 102a, 102b. can.

The charging/discharging control system 101 includes a linked point/remaining power storage confirmation unit 107, a section-based required power amount recognition unit 108, a section-based required power storage amount database 109, a multi-affiliated store charging/discharging plan generation unit 110, and a renewable energy generation forecast. It has a database 111 , a revised expected power generation database 112 , a database 113 of required reserve of controllability, a power supply unit price database 114 , and a control command output unit 115 .

The section-by-section required power storage amount database 109 stores the amount of decrease in the remaining power storage amount between stations and for each time when the vehicle is traveling using the power stored in the storage battery 4 . The renewable energy generation prospective database 111 stores the amount of renewable energy that will be generated in the future. The regenerative power generation included database 112 stores regenerative power amounts to be supplied from other trains at future times. The necessary secured controllability amount database 113 stores the secured controllability amount at a future time if the controllability secured amount that has already been contracted for the power trading market or the like is determined. The electric power procurement unit price database 114 by power supply stores the electric power procurement unit price for each power supply type.

When the storage battery train 102a arrives at each of the stations 103a to 103c, the linked location/remaining storage capacity checking unit 107 checks the location of the station where the storage battery train 102a has arrived and the remaining storage capacity of the storage battery 4 at that time. When the storage battery train 102a arrives at each of the stations 103a to 103c, the section-by-section running power amount recognizing unit 108 recognizes the remaining amount of electricity that needs to be stored in the storage battery 4 in order for the storage battery train 102 to travel to the next station. recognize. At this time, the section-by-section required power amount recognizing unit 108 refers to the section-by-section required electricity storage amount database 109 .

For example, when the battery-powered train 102a arrives at the station 103a, the linked point/remaining power storage amount confirming unit 107 confirms the remaining power amount of the storage battery 4 when the train 102a arrives at the station 103a. In addition, the section-by-section running power amount recognizing unit 108 recognizes the remaining power amount required for the storage battery train 102a to run from the station 103a to the station 103b.

The multi-interconnection point charging/discharging plan generation unit 110 determines the amount of charging power or the amount of discharging power for each chargeable/dischargeable point on the operation route of the storage battery train 102a. In the example of FIG. 1, the charging/discharging points are stations 103a to 103c. At this time, the multi-interconnection point charging/discharging plan generation unit 110 can generate a charging/discharging plan for each power source type for the storage battery 4 based on the recognition result by the section-by-section required power amount recognition unit 108 .

Here, the multi-interconnection point charge/discharge plan generator 110 refers to the expected renewable power generation database 111 , the expected regenerative power generation database 112 , the necessary secured amount of controllability database 113 , and the power procurement unit price database by power source 114 .

Then, the multi-interconnection point charging/discharging plan generation unit 110 generates electric energy information for each power source type that can be charged or discharged, time information corresponding to the electric energy information, electric power unit price information for each power source type, and storage battery train. Based on the operation schedule information of 102a, it is possible to plan the charge/discharge amount for the storage battery 4 for each power supply type.

Here, the multi-interconnection point charge/discharge plan generation unit 110 determines that the storage battery 4 can secure the amount of power required for running the storage battery train 102a, and the charge amount or discharge amount for each power source type at the time when the storage battery 4 is charged or discharged. The charging/discharging possible point, the time to charge or discharge the storage battery 4, and the power to charge or discharge the storage battery 4 are selected so that the power procurement cost in the operation route of the storage battery train 102a is minimized within the allowable amount of the amount. amount can be determined.

For example, the procurement unit price of renewable energy power and regenerative power is relatively cheap compared to power purchased from electric power companies, whereas renewable energy power and regenerative power are generated at irregular times. Therefore, in order to suppress the power procurement cost by positively charging with inexpensive power, a charging plan for each chargeable time is generated at each chargeable/dischargeable point according to the type of power source.

The storage battery train 102a can not only charge power at each station 103a to 103c, but also discharge control power to the power system 106 (that is, sell control power to the power company). Discharging regulating power to the power grid 106 can reduce power procurement costs. Therefore, before the control power is discharged to the power system 106, the storage battery 4 can be charged in excess of the amount of power required for running the storage battery train 102a. Here, it is possible to generate a charge/discharge plan for each charge/discharge possible time at each charge/discharge possible point based on fluctuations in supply and demand and price fluctuations of renewable energy power, regenerative power, and control power.

The control command output unit 115 instructs the charge/discharge plan generated by the multi-interconnection point charge/discharge plan generation unit 110 to the storage battery train 102a. The storage battery train 102a charges and discharges the storage battery 4 according to the charging/discharging plan instructed by the control command output unit 115. FIG.

As a result, the charge/discharge control system 101 can generate electric power with "power purchased from the electric power company", "renewable energy power", "regenerated power from other trains", and "adjustment power provided from the storage battery railway vehicle to the power system". If the procurement unit price is different, it is possible to generate a charging/discharging plan that reduces the cost of procuring electric power for running, and control the charging/discharging of the storage battery 4 of the storage battery train 102 .

FIG. 2 is a flow chart showing the processing of the linking point/remaining power storage confirmation unit in FIG. 1 .
In FIG. 2, in S201, the linking point/remaining amount of power storage confirming unit 107 executes loop processing using a train ID that identifies each of the storage battery trains 102a and 102b. When the processing of S202 to S205 is executed for all train IDs existing on the operating route, the loop processing of S201 ends. In S<b>202 , the linked point/remaining power storage amount confirmation unit 107 determines whether or not the storage battery train identified by the current train ID is connected to the power system 106 . If the storage battery train identified by the current train ID is not connected to the power system 106, the processes from S202 to S205 are executed for the next train ID.

If the storage battery train identified by the current train ID is connected to the power system 106, the process proceeds to S203. In S<b>203 , the linked location/remaining power storage amount confirmation unit 107 recognizes the location of the station where the storage battery train identified by the current train ID is present. In S204, the linked location/remaining power storage amount confirmation unit 107 confirms the remaining amount of power storage of the running storage battery of the storage battery train identified by the current train ID. In S<b>205 , the linked point/remaining power storage amount confirmation unit 107 activates the section-specific travel required power recognition unit 108 .

FIG. 3 is a flow chart showing the processing of the section-by-section required electric energy recognizing unit of FIG. 1 .
In FIG. 3 , in S<b>301 , the section-by-section required power amount recognizing unit 108 refers to the section-by-section required electricity storage amount database 109 .

FIG. 4 is a diagram showing an example of a data format of the required storage amount database for each section of FIG. 1 .
In FIG. 4, the section-by-section required power storage amount database 109 stores section information, date information, time zone information, and maximum power consumption information for each section, date, and time zone. The section information is paired information of the start station and the end station linked to the maximum power consumption information. The section information is recorded, for example, in the form of A station→B station. The date information and time zone information are the date and time when the train departed from the starting station recorded in the section information. For example, the first record of the required storage amount database 109 for each section indicates that the maximum power consumption in the section from station A to station B of the train that left station A at 8:00 on October 1, 2018 is 100 kWh. showing.

FIG. 5 is a diagram showing the relationship between the running speed from departure to stop of the storage battery train in FIG. 1 and the remaining power amount.
In FIG. 5(a), the storage battery train 102a of FIG. 1 departs from A station at time t1 and accelerates until time t2. Thereafter, storage battery train 102a maintains a constant speed until time t3, decelerates until time t4, and stops at B station at time t4.

Here, as shown in FIG. 5(b), it is assumed that the remaining power amount of the storage battery 4 is 501 at time t1. From time t1 to time t2, the storage battery train 102a is accelerated by the power discharged from the storage battery 4, and the remaining power level reaches 502 at time t2.

Further, from time t2 to time t3, discharging continues from the storage battery 4 in order to maintain the speed, and the remaining power amount is 503. After that, from the time t3 to the time t4, the regenerated electric power by the regenerative braking is charged to the storage battery 4, so the remaining amount of power storage is 504 at the time t4 when the storage battery train 102a stops. At this time, the maximum power consumption 505 when the storage battery train 102a travels from station A to station B is the difference between the remaining amount of power storage 501 and the remaining amount of power storage 503, and this value is defined as "maximum power consumption" in FIG. .

Returning to FIG. 3, in S302, the section-by-section required power amount recognizing unit 108 in FIG. 1 acquires the section-by-section power consumption record. At this time, the section-based required power amount recognizing unit 108 refers to the section-based required power storage amount database 109 in FIG. It is obtained from the separate required power storage amount database 109 . For example, assuming that the next running section of the storage battery train 102a is from A station to B station, a set of records in which the departure time at A station is "08:00" is acquired.

In S303, the section-by-section required power amount recognizing unit 108 calculates the section-by-section required electricity storage amount. At this time, the section-based required power amount recognizing unit 108 uses the value of "maximum power consumption" in the record acquired in S302 to calculate the section-based required power storage amount of the target storage battery train. Although the calculation method for the required amount of power storage for each section of the target storage battery train is not specified, for example, in order to avoid a shortage of the remaining amount of power storage between stations, considering the safety side, the record acquired in S302 "maximum The maximum value of "power consumption" may be taken.

FIG. 6 is a flow chart showing processing of the multiple interconnection point charge/discharge plan generation unit of FIG. 1 .
In FIG. 6 , in S601, the multi-interconnection point charge/discharge plan generation unit 110 refers to the renewable energy generation prospective database 111 . In S<b>602 , the multi-interconnection point charge/discharge plan generation unit 110 refers to the regenerative power generation prospect database 112 . In S<b>603 , the multi-interconnection point charge/discharge plan generation unit 110 refers to the required reserve reserve capacity database 113 . In S<b>604 , the multi-interconnection point charge/discharge plan generation unit 110 refers to the power procurement unit price database 114 for each power source.

FIG. 7 is a diagram showing an example of the data format of the renewable energy power generation prospect database of FIG.
In FIG. 7, the renewable energy power generation prospect database 111 stores time zone information and renewable energy power information. The time zone information indicates a time zone after the present. The renewable energy power information indicates the amount of renewable energy power expected to be generated in each time slot.

FIG. 8 is a diagram showing an example of the data format of the regenerative power generation prospective database of FIG.
In FIG. 8, the regenerative power generation prospect database 112 stores time period information and regenerative power information. The time zone information indicates a time zone after the present. The regenerative power information indicates the magnitude of regenerative power generated from other trains.

FIG. 9 is a diagram showing an example of a data format of the required reserve reserve amount database of FIG. 1 .
In FIG. 9, the necessary secured control power amount database 113 stores time zone information and required secured control power amount information. The time zone information indicates a time zone after the present. The information on the amount of control power to be secured indicates the amount of control power that needs to be secured from the storage battery train.

FIG. 10 is a diagram showing an example of the data format of the power procurement unit price database for each power source in FIG.
In FIG. 10, the electric power procurement unit price database 114 by power source stores unit prices of "renewable energy", "regenerative electric power", "adjustment power" and "purchased electric power" for each time zone. The time zone is the time zone after the present.

Returning to FIG. 6, in S605, the multi-interconnection point charging/discharging plan generation unit 110 generates a storage battery charging/discharging plan for each storage battery train on the operating route for each of the current station and the next station. The time at the station where the train stops can be obtained from the timetable of the storage battery train. The multi-interconnection point charge/discharge plan generation unit 110 acquires the magnitude of renewable energy from the expected renewable power generation database 111 using the arrival time for each station as a key, , the necessary secured controllable power amount can be obtained from the required secured controllability amount database 113, and the procurement unit price for each power source type can be obtained from the electric power procurement unit price database 114 for each power source.

The multi-interconnection point charging/discharging plan generation unit 110 can generate a charging/discharging plan for the storage battery of each station so that the power procurement cost on the operation route of the storage battery train is reduced. When there are a plurality of storage battery trains on an operating route, a charge/discharge plan for storage batteries at each station for each storage battery train can be generated for each power supply type so that the total power procurement cost of the storage battery trains is small. The power procurement cost can be given by Equation 1 below.

where COST is the total power procurement cost (yen), T is the train ID, _TN is the number of trains, t0 is the current time, _tLast is the end time of the time period for cost calculation, Ere(T, t) is the renewable energy power (kW) charged by the train T at time t, dt is the control interval (h), Ure(T, t) is the unit price of renewable energy power at time t (yen/kWh), Eb(T, t ) is the regenerative power (kW) charged by the train T at time t, Ub(t) is the unit price of the regenerated power at time t (yen/kWh), and Ea(T, t) is the adjustment for the train T to discharge at time t. Power (kW) and Ua(t) are the unit price (yen/kWh) of control power at time t. Constraints for calculating the power procurement cost can be given by Equations 2 to 5 below.

Here, ER (T, Sf, Se) is the remaining amount of stored electricity (kWh) for the section of train T from station Sf to station Se at the time of departure. Limit_ER (Sf, Se) is the required storage amount (kWh) for each section from station Sf to station Se. DB_Ere(t) is the magnitude of renewable energy power at time t in the renewable energy power generation prospective database 111 of FIG. 7 . DB_Eb(t) is the magnitude of regenerative power at time t in the regenerative power generation prospective database in FIG. DB_Ea(t) is the required secured adjustability amount at time t in the required secured adjustability amount database of FIG. Note that a constraint condition that prohibits reverse power flow in the railway substation 105 may be added.

The decision variables are Ere(T,t), Eb(T,t) and Ea(T,t). Any method can be used to determine these values. For example, Ere(T, t), Eb(T, t) and Ea(T, t) can be obtained based on the optimum calculation that minimizes Equation 1.

FIG. 11 is a diagram showing the relationship between the charging/discharging plan of the charging/discharging control system of FIG. 1 and the remaining power amount.
In FIG. 11(a), the storage battery train 102a arrives at A station at time t0 and departs from A station at time t1. Next, storage battery train 102a arrives at B station at time t4 and departs from B station at time t5 according to the traveling speed shown in FIG. 5(a). Next, storage battery train 102a arrives at C station at time t6 and departs from C station at time t7.

At this time, it is assumed that the multi-interconnection point charging/discharging plan generation unit 110 generates a charging/discharging plan so that the storage battery train 102a is charged at A station and B station and discharged at C station. Here, it is assumed that time t0=08:00, time t1=08:01, time t4=08:02, time t5=08:03, time t6=08:04, and time t7=08:05. Then, the multi-interconnection point charge/discharge plan generation unit 110 generates a charge/discharge plan so that the power procurement cost is reduced while the storage battery train 102a runs from A station to C station.

In this case, when the storage battery train 102a arrives at A station at time t0, the remaining power storage capacity 1102 required for running from A station to B station is insufficient. A charging/discharging plan is generated so that the storage battery train 102a will charge the remaining power 1102 at the A station. Here, the multi-interconnection point charge/discharge plan generation unit 110 refers to the expected renewable power generation database 111, the expected regenerative power generation database 112, the necessary secured amount database 113 of control power, and the power procurement unit price database by power source 114. Renewable energy power, regenerative power, and controllability generated in the time period from t0=08:00 to time t1=08:01, and unit prices of renewable energy, regenerative power, and controllability are acquired.

Here, in the time period from time t0=08:00 to time t1=08:01, regenerative power is the cheapest, followed by renewable energy power. Therefore, in charging at station A, regenerative power is preferentially selected as the power type, and only the regenerative power generated from time t0 = 08:00 to time t1 = 08:01 If the remaining amount of stored electricity necessary for traveling to station B (required amount of stored electricity for each section from station A to station B) 1102 is not reached, then renewable energy power is selected as the power type.

Further, when the storage battery train 102a arrives at B station at time t4, the remaining power storage capacity 1103 required for running from B station to C station is insufficient. A charging/discharging plan is generated so that the storage battery train 102a will charge the remaining amount of electricity 1103 at the B station. Here, the multi-interconnection point charge/discharge plan generation unit 110 refers to the expected renewable power generation database 111, the expected regenerative power generation database 112, the necessary secured amount database 113 of control power, and the power procurement unit price database by power source 114. The renewable energy power, regenerative power, and controllability generated in the time period from t4=08:02 to time t5=08:03, and the respective unit prices of the renewable energy power, regenerative power, and controllability are acquired.

Here, in the time period from time t4=08:02 to time t5=08:03, renewable energy power is the cheapest. For this reason, in charging at station A, renewable energy power is preferentially selected as the power type, and only renewable energy generated during the time period from time t4 = 08:02 to time t5 = 08:03 When the remaining amount of stored electricity 1103 necessary for traveling from the station to C station is not reached, purchased power is next selected as the power type.

In addition, the multi-interconnection point charging/discharging plan generation unit 110 generates a charging/discharging plan at C station when the storage battery train 102a arrives at C station at time t6. Here, the multi-interconnection point charge/discharge plan generation unit 110 refers to the expected renewable power generation database 111, the expected regenerative power generation database 112, the necessary secured amount database 113 of control power, and the power procurement unit price database by power source 114. The renewable energy power, regenerative power, and controllability generated in the time period from t6=08:04 to time t7=08:05, and the respective unit prices of the renewable energy, regenerative power, and controllability are acquired.

Here, in the time period from time t6=08:04 to time t7=08:05, the required secured adjustability amount is generated as shown in the required secured adjustability amount database 113 of FIG. When the required reserve amount of reserve power is generated, the multi-interconnection point charge/discharge plan generation unit 110 can reduce the power procurement cost at C station by selecting the reserve power as the power type. When the control power at C station is selected as the electric power type, the remaining power 1104 for running to the next station when the storage battery train 102a arrives at C station at time t6 and the control power is discharged at C station. It is necessary that the storage battery 4 has a remaining amount of power storage for this purpose.

Here, the multi-interconnection point charging/discharging plan generation unit 110 generates a charging plan so that charging necessary for the discharging is performed at B station in order to discharge the control capacity at C station. At this time, if a charging plan is generated so that charging necessary for discharging at C station is performed at B station, power procurement cost at B station increases corresponding to charging at B station for the adjustment capacity. For this reason, the multi-interconnection point charge/discharge plan generation unit 110 calculates the increase in the power procurement cost when charging required for discharging the controllability at C station is performed at B station, and discharges the controllability. Compare the decrease in power procurement cost when going at C station. Then, the decrease in the power procurement cost when the control power is discharged at C station is the increase in power procurement cost when the charge necessary for the control power discharge at C station is performed at B station. , the multi-interconnection point charging/discharging plan generation unit 110 generates a charging plan for the B station so as to exceed the remaining power storage amount 1103 necessary for traveling from the B station to the C station.

For example, as shown in the electric power procurement unit price database 114 by power source in FIG. =08:04 to time t7=08:05, the unit price of the control power is -20 yen/kWh. For this reason, the multi-interconnection point charging/discharging plan generation unit 110 creates a charging/discharging plan for the storage battery train 102a so that the charging necessary for discharging the adjustment capacity at C station is performed at B station using renewable energy power. By generating it, it is possible to reduce the power procurement cost on the operation route of the storage battery train 102a of FIG.

In FIG. 11(b), the storage battery train 102a runs from A station to C station. In this case, the linked point/remaining power storage confirmation unit 107 in FIG. 1 confirms the remaining power storage capacity 1101 at time t0 when the storage battery train 102a arrives at the A station. Next, the section-by-section required power amount recognizing unit 108 refers to the section-by-section required electricity storage amount database 109 to recognize the remaining amounts of stored electricity 1102, 1103, and 1104 at times t1, t5, and t7. Then, the multi-interconnection point charging/discharging plan generation unit 110 generates remaining power 1101, 1102, 1103, and 1104 at times t0, t1, t5, and t7, and in each time zone from time t0 to time t7. The charging/discharging plan of FIG. 11(a) is generated based on the unit prices of renewable energy power, regenerative power, and controllability, and the respective unit prices of renewable energy power, regenerative power, and controllability. Then, the control command output unit 115 instructs the charge/discharge plan generated by the multiple interconnection point charge/discharge plan generation unit 110 to the storage battery train 102a.

The storage battery train 102a charges the storage battery 4 at A station from time t0 to time t1 according to the charge/discharge plan of FIG. 11(a). At this time, the remaining power storage amount of the storage battery 4 at time t1 becomes equal to or greater than the required power storage amount 1102 for each section from A station to B station.

Next, storage battery train 102a charges storage battery 4 at B station from time t4 to time t5 according to the charge/discharge plan of FIG. 11(a). At this time, the remaining power storage amount of the storage battery 4 at time t5 is the required power storage amount 1103 for each section from station B to station C, the required power storage amount 1104 for each section when departing from station C, and the adjustment power at station C. is equal to or greater than the sum of the amount of electricity stored and the amount of electricity required for discharging.

Next, storage battery train 102a discharges storage battery 4 at C station from time t6 to time t7 according to the charge/discharge plan of FIG. 11(a). Therefore, the remaining amount of electricity stored in the storage battery 4 decreases from time t6 to time t7. However, at time t7, the remaining amount of stored electricity 1104 when the storage battery train 102a departs from C station is secured.

In addition, the present invention is not limited to the above-described embodiments, and includes various modifications. For example, in the above-described embodiment, the power source types include "power purchased from a power company," "renewable energy power," "regenerative power from other trains," and "adjustment power provided from storage battery railcars to the power system." Although taken as an example, it is not necessary to be limited to these, and for example, power generated by a private power generator may be used. Furthermore, in the above-described embodiments, the storage battery railway vehicle is taken as an example, but there is no need to limit it to this. It may be a flying object such as For example, when an EV bus is used as a route bus, the bus stop of the route bus is set as a chargeable/dischargeable point, and based on the route bus operation schedule information, the chargeable/dischargeable point, the time to charge or discharge the storage battery, and the charge or discharge of the storage battery The amount of power to be discharged can be determined. Also, in the case of EV trucks, the charging/discharging point is set to the "loading and unloading base", and based on the EV truck operation schedule information, the chargeable/dischargeable point, the time to charge or discharge the storage battery, and the charging of the storage battery. Alternatively, the amount of electric power to be discharged can be determined.

FIG. 12 is a block diagram showing a hardware configuration example of the charge/discharge control system of FIG.
In FIG. 12 , charge/discharge control system 101 includes processor 11 , communication control device 12 , communication interface 13 , main memory device 14 and external memory device 15 . Processor 11 , communication control device 12 , communication interface 13 , main memory device 14 and external memory device 15 are interconnected via internal bus 16 . Main memory device 14 and external memory device 15 are accessible from processor 11 .

An input device 20 and an output device 21 are provided outside the charge/discharge control system 101 . Input device 20 and output device 21 are connected to internal bus 16 via input/output interface 17 . The input device 20 is, for example, a keyboard, mouse, touch panel, card reader, voice input device, or the like. The output device 21 is, for example, a screen display device (liquid crystal monitor, organic EL (Electro Luminescence) display, graphic card, etc.), an audio output device (speaker, etc.), a printing device, or the like.

The processor 11 is hardware that controls the operation of the entire charge/discharge control system 101 . The main memory device 14 can be composed of semiconductor memory such as SRAM or DRAM, for example. The main memory device 14 can store a program being executed by the processor 11 and can provide a work area for the processor 11 to execute the program.

The external storage device 15 is a storage device with a large storage capacity, such as a hard disk device or an SSD (Solid State Drive). The external storage device 15 can hold executable files of various programs and data used for executing the programs. The external storage device 15 can store a charge/discharge control program 15A and management information 15B. The charge/discharge control program 15A may be software that can be installed in the charge/discharge control system 101, or may be incorporated in the charge/discharge control system 101 as firmware.

The communication control device 12 is hardware having a function of controlling communication with the outside. Communication control device 12 is connected to network 19 via communication interface 13 . The network 19 may be a WAN (Wide Area Network) such as the Internet, a LAN (Local Area Network) such as WiFi or Ethernet (registered trademark), or a mixture of WAN and LAN. good too. The charge/discharge control system 101 can communicate with the railway vehicle via the network 19 .

The input/output interface 17 converts data input from the input device 20 into a data format processable by the processor 11, and converts data output from the processor 11 into a data format processable by the output device 21. .

The processor 11 reads the charge/discharge control program 15A into the main storage device 14 and executes the charge/discharge control program 15A to recognize the amount of electric power to be stored in the storage battery necessary for running the railway vehicle, and based on the recognized electric amount. Therefore, the charging/discharging amount of the storage battery can be planned for each power supply type, and the charging/discharging of the storage battery can be controlled based on the planned charging/discharging amount. The processor 11 can refer to the management information 15B when executing the charge/discharge control program 15A. At this time, the charge/discharge control program 15A includes the link point/remaining power storage amount confirmation unit 107 in FIG. The function of unit 115 can be realized. The management information 15B includes the section-by-section required electricity storage amount database 109, the renewable energy generation forecast database 111, the revised electricity generation forecast database 112, the necessary secured control power database 113, and the electricity procurement unit price database 114 for each power source in FIG. can contain information about

Execution of the charge/discharge control program 15A may be shared among a plurality of processors or computers. Alternatively, processor 11 may instruct a cloud computer or the like via network 19 to execute all or part of charge/discharge control program 15A and receive the execution result.

101 charge/discharge control system, 102a, 102b storage battery train, 103a to 103c stations, 104 railroad power system, 105 electric railway substation, 106 power system, 107 link point/remaining storage power confirmation unit, 108 required power amount for each section Recognition unit 109 required storage amount database for each section 110 multi-interconnection point charge/discharge plan generation unit 111 renewable energy generation expected database 112 regenerative power generation included database 113 adjustment capacity required secured amount database 114 electric power procurement by power source unit price database, 115 control command output unit

Claims (15)

a power amount recognizing unit that recognizes the amount of power stored in the storage battery necessary for movement of the mobile object;
A power supply type for the storage battery is selected based on the power unit price information for each time period, and a charge/discharge plan for the storage battery is made based on the selected power supply type and the power amount recognized by the power amount recognition unit. A charge/discharge control system, comprising: a charge/discharge plan generation unit that generates a charge/discharge plan; The charge/discharge plan generation unit selects the cheapest first power source type among the power source types, and if the first power source type alone does not reach the power amount recognized by the power amount recognition unit, the first 2. The charging/discharging control system according to claim 1, wherein a second power source type, which is the second cheapest power source type, is selected next to the power source type. 2. The charge/discharge control system according to claim 1, wherein the charge/discharge plan generator selects the power source type based on a power procurement cost in the moving route of the mobile object. The charging/discharging plan generating unit generates the charging/discharging plan based on the power amount information for each type of power supply that can be charged or discharged, time information corresponding to the power amount information , and operation schedule information of the moving body . 4. The charge/discharge control system according to claim 3 , which generates a discharge schedule. The charging/discharging plan generation unit can secure the amount of electric power necessary for moving the moving body in the storage battery, and the range of the allowable amount of charge or discharge for each power supply type at the time when the storage battery is charged or discharged. , determine the location for charging or discharging the storage battery, the time for charging or discharging the storage battery, and the amount of electric power for charging or discharging the storage battery so as to minimize the power procurement cost in the movement route of the mobile object. The charge/discharge control system according to claim 4 . The charging/discharging plan generation unit generates a charging/discharging plan for each of the charging/discharging possible points so as to minimize a total power procurement cost at all the charging/discharging possible points on the moving route of the moving object. Item 1. The charge/discharge control system according to item 1. 7. The charging/discharging plan according to claim 6 , wherein the charging/discharging plan generation unit generates a charging/discharging plan for each of the mobile bodies so that a total power procurement cost for all mobile bodies on the movement route is minimized. control system. The charging/discharging plan generation unit generates the charging/discharging plan such that charging based on a power source type having a power procurement unit price smaller than an absolute value of the unit price of the controllability is performed before the time when the controllability occurs. The charge/discharge control system according to claim 1. The moving body moves between a first point connected to an electric power system and a second point not connected to the electric power system,
A remaining power storage confirmation unit for checking the remaining power storage capacity of the storage battery at the first point,
2. The charge/discharge control system according to claim 1, wherein the power amount recognizing unit recognizes the amount of power to be stored in the storage battery necessary for movement of the moving body, based on the remaining power amount confirmed by the remaining power amount confirming unit. . 2. The charging/discharging control system according to claim 1, wherein the moving object is a railroad vehicle, an electric vehicle, a robot, or a flying object. The power source type includes at least one of power purchased from an electric power company, power generated by a private generator, renewable energy, and regenerated power generated from other moving objects, and discharged power discharged to the power system. The charge/discharge control system according to claim 1. A charge/discharge control method executed by a processor,
The processor
Recognizing the amount of power stored in the storage battery required for moving the mobile object,
selecting a power source type for the storage battery based on the power unit price information for each time period;
generating a charge/discharge plan for the storage battery based on the selected power source type and the recognized power amount;
A charge/discharge control method for controlling charge/discharge of the storage battery based on the charge/discharge plan. 13. The charge/discharge control method according to claim 12, wherein the power source type is selected based on power procurement costs in the moving route of the mobile body. 13. The charge/discharge control method according to claim 12, wherein the moving object is a railroad vehicle, an electric vehicle, a robot, or a flying object. The power source type includes at least one of power purchased from an electric power company, power generated by a private generator, renewable energy, and regenerated power generated from other moving objects, and discharged power discharged to the power system. The charge/discharge control method according to claim 12.

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