JPH05176457A - Power system controller for railway - Google Patents

Abstract

PURPOSE:To provide a power system controller for railway in which control of rectifier is carried out optimally according to the operating state of electric vehicle. CONSTITUTION:The power system controller for railway comprises a state recognizing means 1A for centrally monitoring a power system for railway from remote site, means 1D for taking in operation schedule and operation achievement data from a unit for managing the operation schedule and operation achievement of electric vehicle, means for predicting electric energy required for the operation of the electric vehicle based on the data thus taken in and deciding an optimal operating state for machines 9 in railway power system based on thus predicted electric energy, and means for controlling the machines in railway power system based on the decision results.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a railway electric power system control device for monitoring and controlling the electric power system state of an electric railway substation (hereinafter simply referred to as a substation).

[0002]

2. Description of the Related Art A power system for an electric railway is installed along a railway line, and therefore has a very long distance, and many substations are installed to prevent a voltage drop. The centralized monitoring control room (hereinafter referred to as a command station) centrally monitors and controls the state data of the power system equipment belonging to each of these substations. The supervisory control system for this purpose is generally called a power management system. In addition to the above power management system, a system for monitoring and controlling the operation status of each electric vehicle (generally called an operation management system) is provided, and each system is operated by an independent management form. It is common to have The above two systems are
Each performs various monitoring control in real time,
Moreover, since the objects to be monitored and controlled are completely different, they are operated and managed as separate systems.

FIG. 4 shows a conventional example of a system for managing an electric railway. In the figure, there are a power management system 4 and an operation management system 8, which are operated independently. First, in the power management system 4, the power system equipment 9 is connected via the transmission device 5 and the transmission path 6 to monitor and control the power system equipment 9. In the operation management system 8, the operation state of the electric vehicle 19 is monitored by various sensors 21 to grasp the state of all the electric vehicles existing on the rail 20. The operation control of each electric vehicle is performed based on the operation schedule of the electric vehicle.

Now, how the power management system 4 monitors and controls the power system equipment 9 will be described with reference to FIG. This example will be described by taking a DC feeding type electric vehicle as an example. Since the same principle is basically applied to the AC feeding method, only the DC feeding method will be described below. Each of the substations A and B has rectifiers 11A to 11C and 11D to 11E for DC conversion, and a rectifier breaker (hereinafter abbreviated as CB) 10A to 10C for controlling ON / OFF of the rectifier. 10D ~
Has 10E. The current converted to DC by the rectifier is the bus
It is supplied to the feeder line 18 for supplying electric power to the electric cars 19-1 and 19-2 through 15A and 15B and the feeder CBs 16A, 17A, 16B and 17B. The electric power supplied to the electric cars 19-1 and 19-2 is returned to the earth via the rail 20.

[0005]

As described above, a general substation has a plurality of rectifiers, but each rectifier has its own rated value, and by operating in the vicinity of the rated value,
Maximum efficiency can be increased. Therefore, change the operating state of the rectifier according to the operating state of each electric car,
Detailed control is performed so that the inner ring is operated as efficiently as possible close to the rated value. However, the operating conditions of electric cars constantly change, both temporally and geographically. Therefore, even if it is said to be fine control, the power management system 4 does not monitor the operation state of each electric vehicle, so the operator can judge the CB10A to 10E for rectifier to be turned on / off at the appropriate time based on the past experience and experience. The actual situation is to perform the off control and adjust the operating states of the rectifiers 11A to 11E.

As described above, it is almost impossible to judge the rectifier according to the actual load condition by recognizing all the situations of each electric vehicle, and the control is executed by the judgment of the human system. As long as there is a possibility of erroneous judgment and operation, it is difficult to operate at maximum efficiency, and there is also a possibility that electric power supply to the electric vehicle cannot be supplied due to operation error. The present invention has been made to solve the above problems, and provides an electric power system control device for electric railway that can surely and quickly perform optimum rectifier control according to the operating state of an electric vehicle. It is an object.

[0007]

In order to achieve the above object, the present invention comprises a state recognition means for centrally monitoring an electric power system for electric railway from a distance, and a device for managing an operation schedule and operation record of an electric vehicle. Optimal operation of electric power system equipment for electric railways based on operation schedule / acquisition capturing means that captures operation schedule and operation record data, and the amount of electricity required for operation of the electric vehicle based on the above captured data It has a power amount predicting means for determining a different operating state, and is constituted by a power system control means for controlling the corresponding power system equipment for electric railway according to the determination result.

In recent years, the development of various information transmission means has made it possible to transmit information between different systems.
In the present invention, the operation schedule and operation record data of each electric station that the operation management system has are received by the power management system in real time, and the optimum rectifier operation state suitable for the operation state of the electric vehicle is determined, thereby eliminating waste. This allows for optimum control.

[0008]

Embodiments will be described below with reference to the drawings. Figure 1
FIG. 1 is a configuration diagram of an embodiment of an electric power system control device for electric railway according to the present invention. The electronic computer 1 forms the core of the power management system and monitors and controls the power system equipment 9 via the transmission device 5 and the transmission path 6. In the electronic computer, 1A is a state recognition means, 1B is a power system control means, 1C is a power amount prediction means, and 1D is an operation schedule / actual result acquisition means.
Further, it is connected to an operation monitoring system 8 for monitoring and controlling the operation state of each electric vehicle by a comprehensive service digital network 7 (hereinafter abbreviated as LAN) or the like. It should be noted that the connection with the operation management system is an example, and it is possible to use other than the LAN. In the above configuration, the operation schedule and operation record data of each electric vehicle that the operation management system 8 has are planned to be operated via LAN7 /
It is taken in by the achievement taking means 1D, converted into the time when the electric car passes each substation, saved in the storage device 2, and used for the rectifier control described below.

The state of the power system equipment to be monitored and controlled is taken in by the state recognizing means 1A via the transmission device 5, the power system equipment state is recognized, and based on the prediction result of the power amount predicting means 1C described below, the power system The control means 1B performs optimum rectifier control, and a control signal is sent to the transmission device 5 and is transmitted to each power system equipment 9 via the transmission line 6 to carry out the intended control. The state recognition means 1A and the power system control means 1B described above are conventionally known as a supervisory control system using an electronic computer, and therefore detailed description thereof will be omitted.

FIG. 2 shows the configuration of various data tables stored in the storage device 2. Each data is provided for each operating day of the electric vehicle, but for convenience of description below, a table on a daily basis is shown. (Because the explanation on a daily basis is sufficient for explanation). Figure 2 (a) shows the substations at each end of each section of the power system (section means the system where both ends are surrounded by the breakers of each substation as shown in Fig. 5). The No. indicating the station existing in the section is stored. That is, section (1) has SS (1), SS (2) and station (1), station (2)
... indicates that there is. Figure (b) is a table that stores the planned or actual operation of each electric vehicle.
It is saved by the performance acquisition means 1D. That is, the schedule and actual results of passage times regarding the substations SS-A, SS-B, ... For the electric vehicle 1 are stored. In addition, since the data transmitted by the operation management system 8 is the operation timetable of each electric vehicle, it is the time to pass each station. Therefore, the data in this table is passed by the operation schedule / actual result capturing means 1D using the oncoming substation table shown in FIG. Converted to time.

FIG. 2 (c) is a table that stores the amount of electric power used for each electric vehicle. Figure (d) is a table that stores the rated power of the rectifiers at each substation. That is, rectifier CB for each substation SS-A, SS-B, ...
(1), CB (2), ... And the rated value of each rectifier provided corresponding thereto are stored. The figure (e) stores the necessary rectifiers (actually, CBs for rectifiers) for each section in each time series, and the data of this table is created (details will be described later) by the power amount prediction means 1C. is there. The time zones shown in this table are determined according to the system of each electric railway, and are determined, for example, at 10-minute intervals during the morning / evening rush hours and at 30-minute intervals at other times.

The operation of the present invention will be described below with reference to the drawings. FIG. 3 is a flow chart showing the processing of the power amount prediction means 1C of the present invention. This flow chart shows each data table shown in FIG.
The necessary rectifier table of FIG. 2 (e) is created by using (a) to (d), and the following mainly describes FIG. 2 and FIG. In general, an operation schedule of an electric vehicle is predetermined, so that it is possible to receive operation schedule data from the operation management system 8 before the day of operation. Therefore, the processing shown in this flowchart is executed at the following timings.

The processing of this flow is performed in advance before the operation day to create a necessary control schedule. When there is a change from the above schedule based on the actual data on the day of operation, the processing of this flow is performed again in the same manner, and the optimal control schedule is recreated. When the processing is started at the above timing, the following processing is performed for the required time zone on the relevant day. In ST31, the time zone for processing is determined. In this embodiment, FIG.
The processing is sequentially performed for all the time zones of the necessary rectifier table shown in (e). Next, it moves to ST32 and determines the section to be processed. In this embodiment, similar to the description of ST31, the processing is sequentially performed for all the sections of the necessary rectifier table shown in FIG. 2 (e). Next, in ST33, for the section determined above, the corresponding substation No. is identified from the oncoming substation table in Fig. 2 (a). Here, the section NO. Shown in FIG. 2 (e) and the section NO. In FIG. 2 (a) have the same line.

Next, at ST34, the operation schedule table of FIG. 2 (b) is searched based on the substation and the time zone identified above,
Identify the applicable electric vehicle NO. Here, as an example, FIG.
Time zone (1) of (a) = 7:00 to 7:30, and in the case of section (1), the SS passing times of electric cars 1, 2 and 3 in Fig. 2 (b) are as follows. I will assume that it has become. In the case of this example, section 1 (SS (1)
, SS (2)) only electric vehicles 1 and 2.

Next, in ST36, the electric vehicle NO.
Based on (1 and 2 in this example), the required power amount is calculated from the power consumption table of FIG. 2 (c), and the value is stored in the power consumption (section 1) shown in FIG. 2 (e). .. As a specific example of the above, the following case will be described as an example.・ Power consumption of electric car 1 = 50 KWH ・ Power consumption of electric car 2 = 60 KWH Therefore, the power consumption of electric car 1 and electric car 2 is 50 + 60 =
It will be 110 KWH. Next, move to ST36, the substation obtained above
Based on the NO. And the required electric energy, add the rated electric energy of each rectifier in the corresponding substation in the rectifier table of Fig. 2 (d) and determine the combination that has the value closest to the required electric energy. The CB number for use is stored in the required rectifier table in FIG. 2 (e).

The following cases will be described as specific examples of the above. Check all ratings of SS (1) and SS (2) rectifiers,
If the combination that is the closest to the required power consumption (110 KWH) or more is determined, CB (1) + CB (3) gives a total of 120 K.
Will be WH. Therefore, time zone (1) Section between 7:00 and 7:30
The rectifier CB required for (1) can be determined to be CB (1) and CB (2).

When the above processing is completed for all sections and all time zones (ST37, 38), this processing is completed. As described above, the necessary rectifier table of FIG. 2 (e) created in this example shows the optimum rectifier operating state created based on the latest operation schedule and actual results of each electric vehicle. Based on the table, the power system control means 1B shown in FIG. 1 performs on / off control for the corresponding rectifier CB, thereby enabling optimal power supply control. According to the above embodiment, the most efficient operation of the rectifier matching the latest electric vehicle operation data of the operation management system can be surely performed without the operator having to bother. Although the above embodiments have been described by focusing on the number of operating rectifiers, it is clear that the same thing has similar effects on other than rectifiers, for example, various transformers, etc. Is omitted.

[0018]

As described above, according to the present invention, it is possible to prevent operator's erroneous judgments regarding the operation of various equipments in the electric power system for electric railways, and to automatically perform the best operation even for unscheduled electric vehicles. It is possible to operate various equipment with the efficiency of.

[Brief description of drawings]

FIG. 1 is a configuration diagram showing an embodiment of an electric power system control device for electric railway according to the present invention.

FIG. 2 is a configuration diagram of each data table stored in a storage device.

FIG. 3 is a flowchart for explaining the present embodiment.

FIG. 4 is a configuration diagram showing a conventional example.

FIG. 5 is a diagram showing an example of a power system.

[Explanation of symbols]

 1 Electronic Computer 2 Storage Device 4 Power Management System 5 Transmission Device 6 Transmission Line 7 Comprehensive Service Digital Network 8 Operation Management System 9 Power System Equipment 10 CB for Rectifier 11 Rectifier 15 Busbar 16, 17 Feeding CB 18 Feeding Wire 19 Electric Vehicle 20 Rail 21 sensor

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[Procedure amendment]

[Submission date] November 19, 1992

[Procedure Amendment 1]

[Document name to be amended] Statement

[Name of item to be corrected] Brief description of the drawing

[Correction method] Change

[Correction content]

[Brief description of drawings]

FIG. 1 is a configuration diagram showing an embodiment of an electric power system control device for electric railway according to the present invention.

FIG. 2 is a configuration diagram of a data table stored in a storage device.

FIG. 3 is a configuration diagram of a data table stored in a storage device.

FIG. 4 is a flowchart for explaining the present embodiment.

FIG. 5 is a configuration diagram showing a conventional example.

FIG. 6 is a diagram showing an example of a power system.

[Explanation of symbols] 1 computer 2 storage device 4 power management system 5 transmission device 6 transmission line 7 comprehensive service digital network 8 operation management system 9 power system equipment 10 CB for rectifier 11 rectifier 15 busbar 16, 17 Electric wire 19 Electric car 20 Rail 21 Sensor

[Procedure Amendment 2]

[Document name to be corrected] Drawing

[Correction target item name] All drawings

[Correction method] Change

[Correction content]

[Figure 1]

[Fig. 2]

[Figure 3]

[Figure 6]

[Figure 4]

[Figure 5]

Claims (1)

[Claims] 1. A state recognition means for centrally monitoring the electric power system for electric railway from a distance, a means for fetching the operation schedule and operation record data from a device for managing the operation schedule and operation record of the electric vehicle, and the above-mentioned fetching. It has means for predicting the amount of electric power required for the operation of the electric vehicle based on the data, and having a means for determining the optimum operating state of the electric railway power system equipment from the amount of electric power required for the operation, and the electric railway corresponding to the judgment result. An electric power system control device for electric railway, comprising means for controlling electric power system equipment.