JPWO2020049773A1 - Railroad vehicle - Google Patents

Abstract

An object of the present invention is to provide a new storage battery management method useful for long-term operation of a storage battery and a railway vehicle adopting the new storage battery management method. Therefore, in the present invention, in a railway vehicle including at least a main conversion device, an electric motor connected to the main conversion device, and a secondary battery type power storage device connectable to the main conversion device, the power storage is performed. It is characterized by including a control device that controls the storage rate of the device based on the time elapsed from the start of use of the power storage device.

Description

The present invention relates to a railroad vehicle that supplies energy by an in-vehicle storage battery.

With the improvement of the energy density of storage batteries such as lithium-ion batteries, the spread of electric vehicles (EVs) is gradually expanding, and the mileage of one charge exceeds 400 km for passenger car types.

For railcars, where the mass of one vehicle is 30 to 40 tons and the on-board space of equipment is limited, a part of the regenerative energy of the train (EMU) has been utilized since the beginning of the development of the lithium ion battery by utilizing its high output density characteristics. The application of the regenerative energy absorption system, which absorbs the regenerative energy to prevent the regenerative expiration, and the hybrid diesel railcar, which absorbs the regenerative energy of the diesel railcar (DEMU) and assists the power running energy, has been promoted. In recent years, the development of lithium-ion batteries having both high energy density and high output density has progressed, and trains equipped with a power storage device capable of traveling over 100 km on one charge have been introduced.

Compared to ordinary train systems, trains equipped with a power storage device are located between the starting station and the ending station, and in some cases somewhere in between, even in non-electrified sections where ground equipment such as overhead lines and substations are not installed. A charging facility is provided only at the station, and the section can be traveled by charging the storage battery for each charging facility. Even for electrified lines, trains equipped with power storage devices can be introduced, and for lines that are infrequently operated such as branch lines, ground equipment such as overhead lines and substations can be abolished, and maintenance costs can be reduced. Furthermore, in the event of a failure of ground equipment, there is an increasing need for the introduction of a power storage device in that it is possible to travel a certain distance in order to avoid getting stuck in a section where it is difficult for passengers to evacuate, such as on a bridge or in a tunnel.

In such a train equipped with a power storage device, it runs a predetermined distance with one charge, so that it is generally charged to a high power storage rate. In particular, when the power storage device is used for the purpose of preventing the vehicle from getting stuck in the event of a ground equipment failure, it is necessary to maintain a high storage rate for a long period of time in case of a failure.

To provide a railroad vehicle drive device that controls the amount of electricity stored in the electricity storage device so as to efficiently absorb the regenerative power generated during braking while securing the amount of electricity stored in consideration of the case where battery operation is required. Examples of the railroad vehicle drive device for the purpose of the above include the “railroad vehicle drive device” described in Japanese Patent Application Laid-Open No. 2009-183079.

The "railroad vehicle drive device" of Japanese Patent Application Laid-Open No. 2009-183079 includes a current collector and a power storage device 7 capable of charging and discharging. The running of the railroad vehicle in the abnormal state is performed only by the current collector. Further, in the above publication, the storage amount of the power storage device is controlled to be larger than the threshold value in the normal state, and the storage amount of the power storage device is allowed to be smaller than the threshold value in the abnormal state. And the railroad vehicle drive device that controls to increase or decrease according to both or both of the vehicle conditions.

Japanese Unexamined Patent Publication No. 2009-183079

As described above, in a railway vehicle that is driven by the power of an in-vehicle current collector without being supplied with electric power from a current collector such as an overhead wire, the energy storage device stores the energy required to travel a predetermined traveling section or mileage. It is necessary to store it in advance. Further, the storage battery is required to be maintained in a charged state for a long period of time.

Therefore, an object of the present invention is to provide a new storage battery management method useful for long-term operation of the storage battery and a railway vehicle adopting the new storage battery management method.

In solving the above problems, the present invention may take various embodiments, and one example of the railway vehicle is "a main conversion device, an electric motor connected to the main conversion device, and a secondary that can be connected to the main conversion device." A railway vehicle equipped with at least a battery-type power storage device includes a control device that controls the power storage rate of the power storage device based on the time elapsed from the start of use of the power storage device. "

According to the present invention, it is possible to provide a new storage battery management method useful for long-term operation of a storage battery and a railway vehicle using the new storage battery management method.

The schematic configuration of the railroad vehicle system in one embodiment of the present invention is shown. The schematic configuration of the drive system is shown. The schematic configuration of the storage battery control unit is shown. The basic concept of the proposed storage rate management method is shown. The processing outline when implementing the proposed storage battery management method is shown. The relationship between the storage rate and the capacity retention rate in the proposed storage battery management method is shown. The relationship between the storage capacity and the storage rate at the initial stage of use in the proposed storage battery management method is shown. The relationship between the storage capacity and the storage rate at the end of use in the proposed storage battery management method is shown. The relationship between the target value of the storage rate and the reference time in the proposed storage battery management method is shown. The relationship between the storage capacity and the storage rate at the initial stage of use in the comparative example is shown. The relationship between the storage capacity and the storage rate at the end of use in the comparative example is shown. The schematic configuration of the railroad vehicle system in another embodiment of the present invention is shown. A schematic configuration of a modified example of the drive system is shown.

The present invention is a method for managing a storage battery used for traveling a railway vehicle, and provides a railway vehicle equipped with a storage battery managed by the present method. Examples of storage batteries to be managed include lead storage batteries, lithium ion secondary batteries, nickel / hydrogen storage batteries, nickel / cadmium storage batteries, silver oxide / zinc storage batteries, and other chargeable and dischargeable chemical batteries.

The storage battery managed by this method is configured to be connectable to a traction motor, and the model of the traction motor may be either an AC motor or a DC motor. Alternatively, it may be applied to an electric railcar that is equipped with an internal combustion engine and travels by the electric power generated by the internal combustion engine. Further, it can be applied not only to passenger trains but also to freight trains, and it can be applied to transportation equipment configured to be able to travel on orbit and to which storage batteries can be used for traveling.
Hereinafter, embodiments of the present invention will be described with reference to the drawings. The examples given below are examples relating to the application of the present invention, and the invention is not limited to these examples. It is possible to exchange and combine all or part of the examples according to the conditions to be applied. In addition, the types of parts to be used can be changed, combined, or omitted as appropriate.

FIG. 1 shows a schematic configuration of a railroad vehicle drive system according to an embodiment of the present invention. This railroad vehicle is a so-called AC train, and the vehicle runs by applying the driving force generated from the AC rotating machine to the mechanical driving device.

The basic configuration of a railroad vehicle is vehicles 1a and 1b. These are vehicles constituting a train formation, or a part thereof, and vehicle 1a and vehicle 1b are connected by an inter-vehicle coupler 6, and each vehicle has a bogie. The bogie 2a (the same applies to the bogie 2b) has wheel sets 3a and 3b, and wheels are fixed to the wheel sets and run on the rail surface. Further, the vehicle 1b also has a carriage 2c and a carriage 2d, and is supported on the rail surface by the wheel sets 3e, 3f, 3g, and 3h which are a part of the respective carriages.

In this way, each vehicle is supported from the rail surface by the bogie, and at least one of the cars has a drive system, and power is transmitted from the drive system to the bogie to realize the running of the train formation. In the train formation shown in FIG. 1, the vehicle 1a is a drive vehicle having a drive system, and the vehicle 1b is an accompanying vehicle having no drive system.

The drive system mounted on the vehicle 1a includes a current collector 5, a transformer 7 (Transformer), a main converter 8 (Traction Controller), an electric motor 17, a power storage device 9 (Traction Battery), and an integrated control device 11 (Control Unit). As a basic configuration. Further, as a main power utilization device not included in the drive system, an auxiliary power supply device 10 (APS (Auxiliary equipment Power Superior)) is provided in parallel with the power storage device 9 for the main conversion device 8. This converts the AC power Pd1 of the main converter 8 into the AC power Pa3 having a constant voltage and a constant frequency (CVCF), and supplies power to the vehicle auxiliary equipment 19 represented by the lighting and air conditioning system in the vehicle. do. It is not necessary to concentrate the drive system on one vehicle, and the drive system may be distributed and provided to any vehicle in the formation (including a one-car formation of both cabs).

Further, the integrated control device 11 has at least one CPU, a storage device configured to be able to communicate with the CPU, and an input / output interface, and generates a control command. The states of the controlled devices are acquired via the input interface, and control commands for them are output via the output interface. These interfaces specifically include a PCI bus, a DI / DO interface connected thereto, a signal cable, and a relay. Further, the arithmetic function employs logic circuits such as ASIC, FPGA, PLD, and PLC in addition to the CPU, and includes implementation by these.

In the drive system shown in FIG. 1, the first drive mode by the first drive system that converts electric power into drive force is defined as follows. First, AC power Pa0 is supplied from the overhead wire 4 to the transformer device 7 via the current collector 5. The transformer device 7 converts the voltage Va0 of the AC power Pa0 into the AC power Pa1 having a lower voltage Va1 and supplies it to the main conversion device 8. The main conversion device 8 is composed of a converter device 14 and an inverter device 15, and the converter device 14 converts the AC power Pa1 into the DC power Pd1 and controls the voltage to be a predetermined voltage Vd1.

The inverter device 15 is a VVVF inverter that variably controls the voltage and frequency, converts the DC power Pd1 into the AC power Pa2, inputs the DC power to the motor 17, and controls the torque thereof. The torque of the electric motor 17 is transmitted as rotational torque to all or any of the wheel sets 3a, 3b, 3c, and 3d to rotate the wheels fixed to the wheel sets. A tread force acts between the rotating wheels and the rail surface, and the tread force causes the vehicle 1a to accelerate or decelerate.

The inverter device 15 is controlled by the inverter control unit 22 and generates a torque current command for generating a driving torque of the electric motor 17 for accelerating or decelerating the vehicles 1a and 1b in response to a command from the integrated control unit 20. More specifically, constant current control is performed to make the torque current calculated based on the motor currents Imu, Imv, and Imw detected by the AC current detector 18 follow the torque current command, and the inverter device 15 is switched based on the output. A PWM pulse for operating the circuit is generated and input to the inverter device 15.

The storage battery control unit 23 turns on / releases the stored power circuit breaker 23c in response to a command from the integrated control unit 20 to limit the charge / discharge (input / output) of the storage means, and also provides state information (storage rate) from the storage means. : SOC, storage battery temperature Tb, etc.) are aggregated and transmitted to the integrated control unit 20.

Based on the voltage Vbat of the power storage device 9, the integrated control unit 20 sends a voltage command Vbd larger than Vbat by ΔVbat when charging the power storage device 9, and a voltage smaller than Vbat by ΔVbat when discharging the power storage device 9. Calculate the command Vbd. The magnitude of the charge / discharge current generated with respect to ΔVbat is determined by the internal resistance value of the power storage device 9.

With the above configuration, by adjusting the charge / discharge power Pbat of the power storage device 9, the SOC is managed so as to match the power storage rate target value: SOC (t). The storage rate target value: SOC (t) is determined based on the elapsed time from the start of use of the power storage device 9 and the storage battery temperature Tb of the power storage device 9. The elapsed time from the start of use of the power storage device 9 is obtained by integrating the time from the start of use of the power storage device 9 with the timer 20b provided in the integrated control unit 20, but simply, the elapsed time from the start of use. You may enter the time value manually. The storage battery temperature Tb of the power storage device 9 can be detected as state information from the power storage device 9, but the average temperature in the environment in which the power storage device 9 is used may be stored in advance.

The second drive mode by the second drive system that converts electric power into drive force is defined as follows. The second drive system realizes traveling only by the power storage device 9, and the power storage device 9 supplies electric power to the main conversion device 8 (more specifically, the inverter device 15 of the main conversion device 8). As for the configuration after the input of electric power to the main converter 8, the same equipment configuration as that of the first system is adopted, and tread force is generated by using these.

The power storage device 9 in the second drive system has, for example, a lithium ion type storage battery 9a for storing power, and has a power storage power circuit breaker 23c and a power storage power circuit breaker 23c that limit charging / discharging (input / output) of the stored power. A power storage controller 23a to be controlled is provided. The power storage controller 23a has a state monitoring function of the storage battery 9a, and the monitoring targets are, for example, the voltage between the terminals of the storage battery 9a, the internal resistance of the storage battery 9a, the surface temperature of the storage battery 9a or the cell internal temperature (so-called storage battery temperature), and the storage battery 9a. The ambient temperature of the environment is included. FIG. 2B shows an example in which a thermometer 23b for measuring the surface temperature of the storage battery 9a is installed.

The state of charging / discharging by the power storage device 9 is determined based on the comparison between the voltage Vd1 of the DC power Pd1 of the main conversion device 8 and the voltage Vbat of the power storage device 9. In a situation where charging / discharging is not required, the storage controller 23a operates the storage power circuit breaker 23c to disconnect the storage battery 9a from the main converter 8.

Charge / discharge control is performed as follows. First, the voltage Vd1 is acquired based on the measurement or estimation of the voltage applied to the power bus connecting the converter device 14 and the inverter device 15 in the main converter 8. The voltage Vd1 may be estimated based on the control data of the converter device 14 or the inverter device 15.

Subsequently, the output voltage of the power storage device 9 connected to the main conversion device 8 is acquired as the voltage Vbat. The voltage Vbat is acquired by measuring the voltage between terminals in the power storage device 9 or by adopting an estimated value based on the relationship between the SOC (SOC: System of Charge) acquired in advance by a discharge test or the like and the discharge voltage. NS.

With respect to the voltage Vd1 and the voltage Vbat acquired in this way, when the main converter 8 is operated so that the voltage Vbat is lower than the voltage Vd1, the storage battery 9a is charged, and conversely, the voltage Vbat becomes higher than the voltage Vd1. When controlled in this way, discharge by the power storage device 9 is executed.

These charge / discharge controls are executed based on the control command by the integrated control device 11. In normal times, the integrated control device 11 calculates a voltage command Vbd that is larger than the voltage Vbat by ΔVbat when charging the power storage device 9, and calculates a voltage command Vbd that is smaller than Vbat by ΔVbat when discharging the power storage device 9. do. Subsequently, the integrated control device 11 outputs the calculated voltage command Vbd to the main conversion device 8, and the main conversion device 8 follows the voltage Vd1 to the voltage command Vdb. At this time, the magnitude of the charge / discharge current generated with respect to ΔVbat is determined by the internal resistance value of the power storage device 9.

In the present embodiment, the converter device 14 included in the main conversion device 8 plays a central role in the voltage tracking control. The operation of the converter device 14 of this embodiment is controlled by the converter control unit 21 which is a higher-level device.

The converter control unit 21 is connected to an AC voltage detector 12, an AC current detector 13, a DC voltage detector 51, and a DC current detector 52, and controls the operation of the converter device 14 based on the measurement results of these measuring means. .. Specifically, based on the AC voltage Va0 collected by the AC voltage detector 12 and the AC current Ia1 collected by the AC current detector 13, the DC voltage Vd1 is controlled to follow the voltage command Vbd, and the SOC is controlled. Is managed so as to match the storage rate target value (SOC (t)).

On the other hand, when it is not normal, that is, when sufficient power cannot be supplied from the current collector 5 for some reason and the driving force is obtained by the second system, it is based on the required driving force and the current SOC. The DC power supplied to the inverter device 15 is determined. The integrated control device 11 operates the converter device 14 so that the DC power is input, and supplies power to the inverter device 15.

Here, in order to operate the power storage device 9 in a charged state for a long period of time, a new management method is applied to the storage battery 9a. Specifically, the storage rate target value (hereinafter referred to as SOC (t)) is appropriately adjusted, and the charge rate is maintained at a value equal to or close to SOC (t) by charge / discharge control in normal times. The SOC (t) can be adjusted by using at least the elapsed time information (hereinafter referred to as the elapsed time) from the start of use of the power storage device 9 to the present, and further using the storage battery temperature (Tb) of the power storage device 9. preferable.

The device for automatically collecting each information may be provided in the integrated control unit 20, the storage battery control unit 23, or the power storage device 9, or may be configured to be manually input. FIG. 2B is an example of the case where information is automatically collected, and the elapsed time from the start of use of the power storage device 9 is acquired by the integrated control unit 20 which is a part of the integrated control device 11. The integrated control unit 20 has a timer 20b, and can integrate the elapsed time from the start of use of the power storage device 9. As the time integration method, for example, any of day unit, week unit, and monthly unit may be adopted, or the time may be counted in an arbitrarily set unit. Further, instead of the timer 20b, the elapsed time from the start of use may be manually input, or the power storage device 9 may have the timer 20b.

In addition, the power storage device 9 has a storage unit in which its own manufacturing date is registered, and a timer 20b that operates using its own stored power, so that the time elapsed from the manufacturing date is output to the outside. It may be configured in. In this case, it is more desirable that the power storage device 9 has an output interface regarding the elapsed time, and the storage battery control unit 23 has an input interface that can be connected to the output interface.

Further, the storage battery temperature Tb of the power storage device 9 is configured so that a signal is input from the thermometer 23b to the power storage controller 23a of the storage battery control unit 23, and is grasped based on the acquired signal. If there is no temperature measurement function, it may be replaced by storing the average temperature in the environment in which the power storage device 9 is used in advance. In particular, in the case of railroad vehicles, the routes that can be operated are limited to some extent, so it is possible to obtain temperature information in the area around the operating routes based on past weather data published by the Internet and public institutions.

The storage battery control unit 23 acquires this information from the time when communication with the power storage device 9 becomes possible, that is, when the operation of the power storage device 9 is started, and starts the management of the power storage device 9 shown in FIG. ..

When the operation of the power storage device 9 starts, the storage battery control unit 23 changes the power storage rate (SOC) according to the elapsed time. FIG. 3 is a diagram showing a transition of the capacity retention rate of the storage battery 9a and a transition of the storage rate accordingly. On the horizontal axis, T0 indicates the time when the power storage device 9 starts to be used, and on the vertical axis, the capacity retention rate of the power storage device 9 is shown. The capacity retention rate is a capacity ratio that relatively represents the storage capacity at each time when the storage capacity at the start of use is 100.

As shown in FIG. 3, the storage battery control unit 23 has SOC (t) of 50% in the section of T0 → T1, 60% in the section of T1 → T2, 70% in the section of T2 → T3, and T3. → Maintain at 80% in the T4 section. In order to realize such management, the storage battery control unit 23 refers to the memory 20c in which the information of the reference time for updating the SOC (t) and the SOC (t) is registered, and the power storage device 9 based on the information. It has an arithmetic unit 20a that outputs SOC.

The reference time may be set arbitrarily. For example, if the operating period of the power storage device 9 is 16 years, each section may be set to 4 years. Alternatively, T0 → T1 may be set as 7 years, T1 → T2 may be set as 5 years, T2 → T3 may be set as 3 years, and T3 → T4 may be set as 1 year instead of equal intervals.

The SOC (t) update process is executed by, for example, a process step as shown in FIG.

First, the storage battery control unit 23 operates a timer when information indicating the start of use of the power storage device 9 is input (Step 1). At the same time, the overall control unit 20 calls the reference time (T1) closest to the present from the reference time registered in the memory 20c and holds it as the reference time (inquiry reference time) to be inquired (Step 2). If the reference time is held as a serial value and the timer is implemented by the count value of the periodic clock signal, the serial value is set as the reference reference time. In addition, the integrated control unit 20 may be configured to store the usage start time of the power storage device 9 and appropriately calculate the difference from the current time to acquire the operation period. Further, as the start time of use, the date of manufacture of the storage battery 9a may be adopted instead of the time when the operation of the power storage device 9 is started.

The arithmetic unit 20a periodically acquires a value (timer value) from the timer 20b and compares the timer value with the inquiry reference time (Step 3). As a result of the comparison, when the timer value matches or exceeds the inquiry reference time, the SOC (T1) corresponding to the inquiry reference time is read out (Step 4). The arithmetic unit 20a transmits SOC (T1) information to the integrated control unit 20 (Step 4). At this time, the current value of the storage rate is also transmitted to the overall control unit 20. The current value of the storage rate is acquired by using the voltage between the terminals of the storage battery 9a or an existing estimation algorithm.

The integrated control unit 20 compares the SOC (T1) received from the storage battery control unit 23 with the latest storage rate information (Step 5), and if the SOC (T1) is larger than the latest SOC, the power storage device 9 Charge control is executed (Step 6). On the contrary, when the SOC (T1) is smaller than the latest SOC, it is assumed that the SOC (T1) and the latest SOC are matched by the natural discharge, and the SOC (t) update process itself is completed. If power can be sent to the overhead line or can be used for traveling, discharge may be executed from the power storage device 9 toward that line. The comparison calculation may be executed by the storage battery control unit 23.

When charge control or discharge control is executed and the SOC of the power storage device 9 matches the SOC (T1) or falls within a predetermined allowable range, the integrated control unit 20 ends the SOC (t) update process. It shifts to the state of waiting for the next update (Step 7).

Further, the overall control unit 20 updates the inquiry reference time. Specifically, with respect to the inquiry reference time set until immediately before, the reference time in the near future is read from the memory and held as a new inquiry reference time (Step 8). For the reference time that has already been used, delete the data or assign a non-settable flag so that it will not be set again by mistake. In addition, the SOC (t) and the reference reference time may be newly set only when the value is larger than the current set value. By doing so, it is possible to suppress the possibility that a low SOC (t) is erroneously set and the amount of electricity stored falls below the required amount.

Further, among the processes described above, only the charge control process can be executed by the vehicle, and the other processes can be executed by a management device provided separately from the vehicle. In this case, the management device side is provided with a database that stores the identification information of the power storage device 9, the time when the power storage device 9 is used, and the information of the line section in which the vehicle on which the power storage device 9 is operated is operated. Notify the SOC (t) update command by communication or the like. By consolidating the management devices on the ground and configuring the vehicle to operate based on the information notified from the management devices, it is possible to avoid events that make it difficult to continue management such as timer failure and memory corruption. However, long-term storage battery management can be realized more easily. In addition, it is also possible to manually execute a process other than charge control, and depending on the application target, a process executed manually and a process executed by a computer or the like may be combined as appropriate.

The mechanism by which the stored battery amount is appropriately retained by the storage battery management method by the storage battery control unit 23 described above is explained as follows.

FIG. 5 is a characteristic diagram showing a general change in the capacity retention rate of the storage battery with respect to the elapsed time when the storage rate is maintained constant. FIG. 5 shows changes in the capacity retention rate in T0 to T4 when the SOC is maintained at 50%, 60%, 70%, and 80%, respectively. In a general high-capacity high-output storage battery such as a lithium-ion battery, the capacity retention rate increases as time passes from the initial state (T0) of 100% capacity retention rate (that is, as T0 → T1 → T2 → T3 → T4). Shows a tendency to decrease.

In addition, especially when the SOC exceeds 50%, the higher the SOC is maintained, the greater the decrease in the capacity retention rate with the passage of time. From this, in the region where the SOC is generally 50% or more, the decrease in the capacity retention rate with the passage of time can be suppressed by lowering the SOC.

On the other hand, lowering the SOC means limiting the amount of stored electricity that can be used. Therefore, if the storage rate is lowered in a state where the capacity retention rate is lowered with the passage of time, it may not be possible to secure the required storage amount.

In order to avoid this situation, it is desirable that the power storage device 9 sets the SOC (t) as small as possible at the initial stage of operation and changes the SOC (t) according to the elapsed time within the range of securing the required storage amount. .. (See the dotted line notation in Figure 5)

The storage battery management method shown in FIG. 3 gradually increases the SOC (t) to 50%, 60%, 70%, and 80% as the time progresses from T0 to T1, T1 to T2, T2 to T3, and T3 to T4. increase. By adopting this management method, the decrease in the capacity retention rate can be slowed down while the operation period is short, and the deterioration can be suppressed as compared with the case where the storage rate is kept constant at 80%. The change in the capacity retention rate in each section of T0 → T1, T1 → T2, T2 → T3, and T3 → T4 is equivalent to the change in the capacity retention rate in the corresponding SOC of FIG.

The capacity retention rate of the storage battery with respect to the passage of time shown in FIG. 5 shows characteristics that differ depending on the temperature of the storage battery in addition to the storage rate. Lithium-ion storage batteries generally have the characteristic that the higher the storage rate and the higher the ambient temperature, the more easily the storage battery deteriorates (that is, the capacity retention rate decreases). At an SOC of 50% and an ambient temperature of 25 ° C. Often designed to minimize degradation.

Further, even when the SOC shown in FIG. 3 is changed with the passage of time, since it is managed for a long period of time, it is assumed that the transition of the capacity retention rate of the storage battery at each time point also differs depending on the temperature of the storage battery. In consideration of this effect, the storage battery is controlled so that the SOC (t) is sequentially changed according to the temperature of the storage battery at that time, or the SOC (t) is corrected according to a long-term trend (for example, seasonal fluctuation) of the temperature change. The unit 23 may be configured.

More specifically about the setting of SOC (t), the storage rate management upper limit value S1 and the storage rate management lower limit value S2 (hereinafter, the management upper limit value S1 and the management lower limit value S2) shown in FIGS. To) is used.

6 (a) and 6 (b) show the relationship between the capacity retention rate of the storage battery and the range of the storage rate that can be used, and FIG. 6 (a) shows the relationship at the start of use (T0) of the power storage device 9. , FIG. 6B shows, for example, the relationship at the end of use. In FIG. 6B, the portion corresponding to the region R is the capacity lost with respect to the storage capacity at the initial stage of operation.

The storage battery control unit 23 is set with a management upper limit value S1 and a management lower limit value S2 for SOC when the operation of the power storage device 9 is started. The control upper limit value S1 and the control lower limit value S2 are the safety and soundness of the storage battery, and the discharge electric energy E1 (hereinafter referred to as electric power E1) required for traveling the vehicles 1a and 1b for a predetermined distance or section. It is decided based on.

Specifically, the management upper limit value S1 is set as a value obtained by taking a margin from the SOC region (for example, 90% or more), which is not recommended to be used from the viewpoint of the soundness and safety of the storage battery, based on the SOC 100%. .. Further, since the SOC is maintained higher than the initial stage at the end of use, deterioration may be promoted even at room temperature, and it is desirable to set the control upper limit value S1 in consideration of this possibility. For example, if the ambient temperature of the operating environment fluctuates in the range of -10 to 40 ° C, for example, if the control upper limit value S1 is set in consideration of 40 ° C, the storage battery 9a is not provided with a separate cooling facility such as a cooling fan. Can be placed in a state where it does not easily deteriorate, and restrictions on the mounting space when mounted on a vehicle are relaxed.

On the other hand, the control lower limit value S2 is set as a value obtained by adding a margin to the lower limit value of the storage rate at which the power storage device 9 can appropriately discharge. Since the internal resistance of the storage battery 9a may increase and the voltage between terminals may decrease at the end of use, the control lower limit value S2 may be set higher at the end of use than at the beginning of use.

After determining the management upper limit value S1 and the management upper limit value S2 that can secure the electric power E1 at the end of use in this way, the capacity of the storage battery satisfying this condition is specified. For example, if the storage capacity at the end of use is 20% smaller than the storage capacity at the initial stage of use, and the management upper limit value S1 at that time is 70% and the management lower limit value S2 is 20%, then the storage capacity at the initial stage of use (that is, (At the time of introduction) The capacity required for the storage battery is required to be 2.5 times that of the electric power E1. When the mileage is determined according to the mounted storage battery, the electric power E1, the management upper limit value S1 and the management lower limit value S2 may be set after the power storage device 9 is mounted on the vehicle.

After setting the control upper limit value S1 and the control deduction value S2, as a general rule, in the operation of the power storage device 9, the SOC is charged to exceed the control upper limit value S1 or discharge that falls below the control lower limit value S2 does not occur. Is managed as. That is, the portion represented by the area N1 and the area N2 in the SOC is a capacity that is not used in the operation of the power storage device 9.

After setting the electric power E1, the management upper limit value S1, and the management lower limit value S2, the overall control unit 20 uses the upper limit value LC (as shown in FIG. 6A) so as to secure the electric power E1 with the control lower limit value S2 as a reference. Limit of Charge) is set. As shown in FIG. 6C, this usage upper limit value LC is held according to the number of reference times (T0, T1, T2 ...), and is associated with the reference time and SOC (T1, T2, T3). ...). The usage upper limit LC at the initial stage of use corresponds to SOC (T0). The upper limit of use LC may be set to a different value for each reference time, or may be maintained at a constant value from the start of use to the middle of operation depending on the SOC setting.

FIG. 6B shows the end of use of the storage battery, and the capacity retention rate decreases with the passage of time. However, the electric power E1 is secured by setting the usage upper limit value LC higher than the reference time (T0) with respect to the management lower limit value S2 and making it substantially equal to the management upper limit value S1. In this state, the capacity retention rate is more likely to decrease, but since it is the end of use, it is unlikely to be a problem for the purpose of use of the power storage device 9.

On the other hand, as a comparative example, FIGS. 7 (a) and 7 (b) show a case where the lower limit of use LD (Limit of disease) is updated based on the upper limit of control S1. In FIGS. 7A and 7B, the electric power E1 to be secured is the same. However, if such a management method is adopted, the SOC is set high from the initial operation of the power storage device 9, and the power storage device 9 is more likely to deteriorate. Since the power storage device 9 that has been placed in a state of being easily deteriorated from the initial stage is to be operated for a long period of time, a large capacity of the storage battery is inevitably required, and the storage battery has an excessive storage amount in the initial stage.

More specifically, secondary batteries such as lithium ion storage batteries and nickel-metal hydride storage batteries generally have a characteristic that the higher the storage rate and the higher the ambient temperature, the more easily the storage battery deteriorates. In consideration of the above, for example, it is often manufactured so that the progress of deterioration is minimized at a storage rate of 50% and an ambient temperature of 25 ° C. Here, when the progress of deterioration is minimized, for example, in order to maintain the electricity storage rate at 50%, it is required to prepare a capacity of twice the electricity storage capacity at the electricity storage rate of 50% as the electricity storage system.

However, based on the proposed new management method, that is, the management lower limit value S2 at the initial stage of storage battery use, the usage upper limit value LC that can secure the required power E1 is set, and the usage upper limit value LC is gradually set toward the end of storage capacity use. By adjusting so as to approach the management upper limit value S1, the decrease in the capacity retention rate can be suppressed and the storage battery can be operated for a long period of time.

Further, according to this management method, the power storage device 9 can be designed so as to have a power storage capacity suitable for holding the electric power E1. As a result, the margin of the storage capacity can be reduced, and the power storage device 9 can be miniaturized accordingly, which contributes to the miniaturization and weight reduction of the in-vehicle equipment of the railway vehicle. In particular, in the case of a railroad vehicle, since the in-vehicle space is limited, it is desirable that the size of the storage battery is small, and the proposed management method is useful in that respect.

In the example shown in FIGS. 6A and 6B, the management upper limit value S1 and the usage upper limit value LC are set as separate parameters, but these may be treated as the upper limit values related to one storage rate without distinguishing them. .. Further, the control lower limit value S2 may not be fixed, but may be changed so as to change with the passage of time.

FIG. 8 shows a schematic configuration of a railroad vehicle drive system according to the second embodiment of the present invention. Unlike the first embodiment, this drive system is a type of train in which DC power is supplied from the overhead wire 4 to drive the train.

The rough configuration is the same as that of the first embodiment, and the rolling stocks 1a and 1b are the rolling stocks constituting the train formation or a part thereof. The vehicle 1a and the vehicle 1b are connected by an inter-vehicle coupler 6.

The vehicle 1a is supported on a rail surface (not shown) by the wheel sets 3a and 3b via the bogie 2a and by the wheel sets 3c and 3d via the bogie 2b. The vehicle 1b is supported on a rail surface (not shown) by the wheel sets 3e and 3f via the bogie 2c and by the wheel sets 3g and 3h via the bogie 2d.

Further, the DC power Pd0 is supplied from the overhead wire 4 to the inverter device 15, the DC converter device 25, and the auxiliary power supply device 10 via the current collector 5.

The inverter device 15 converts the DC power Pd0 into a variable voltage and variable frequency (VVVF) AC power Pa2, and controls the torque of the motor 17 (not shown). The torque of the electric motor 17 transmits rotational torque to all or any of the wheel sets 3a, 3b, 3c, and 3d, causes a tread force to act between the wheel set and the rail surface, and the tread force accelerates or accelerates the vehicle 1a. Decelerate.

The DC converter device 25 converts the voltage Vd0 of the DC power Pd0 into the DC power Pd1 of the voltage Vd1.

The power storage device 9 includes a power storage means such as a lithium ion battery, a power storage power circuit breaker that limits charging / discharging (input / output) of the stored power, and a power storage controller that monitors the state of the power storage means and controls the stored power circuit breaker. Will be done. The power storage means is charged / discharged according to the magnitude of the voltage Vd1 of the DC power Pd1 output by the DC converter device 25 and the voltage Vbat of the power storage device 9.

The auxiliary power supply device 10 converts the AC power Pd1 of the main converter 8 into AC power Pa3 having a constant voltage and a constant frequency (CVCF), and is not shown as an auxiliary machine for vehicles (air conditioning, certification, air compressor, etc.). Supply to.

Based on the voltage Vbat of the power storage device 9, the integrated control device 11 sends a voltage command Vbd larger than Vbat by ΔVbat when charging the power storage device 9, and a voltage smaller than Vbat by ΔVbat when discharging the power storage device 9. Calculate the command Vbd. The magnitude of the charge / discharge current generated with respect to ΔVbat is determined by the internal resistance value of the power storage device 9.

The DC converter device 25 adjusts a constant voltage so that the DC voltage Vd1 follows the voltage command Vdb, and manages the stored amount SOC so that it matches the stored amount target value SOC (t).

The storage amount target value SOC (t) is managed in the same manner as in the first embodiment. That is, it is determined with reference to the storage battery capacity retention rate predicting means based on the elapsed time from the start of use of the power storage device 9 and the storage battery temperature Tb of the power storage device 9. The elapsed time from the start of use of the power storage device 9 is obtained by integrating the time from the start of use of the power storage device 9 by the time measuring means provided in the integrated control unit 23, but the start point is simply the start of use. You may manually enter the elapsed time value. The storage battery temperature Tb of the power storage device 9 can be detected as state information from the power storage device 9, but the average temperature in the environment in which the power storage device 9 is used may be stored in advance. In particular, since the routes operated by railway vehicles are limited to some extent, it is possible to use the temperature information of the area around the operated routes based on the past weather data published on the Internet or the like.

Further, in this embodiment, a two-car train consisting of vehicles 1a and 1b is shown, but the number of cars in the train is not limited. The railroad vehicle drive system of the present invention does not need to be mounted centrally on one vehicle, and may be distributed and provided in any vehicle in the formation (including a one-car formation of both cabs).

FIG. 9 is a diagram showing a configuration for realizing the storage amount management method according to the second embodiment of the present invention.

The DC power Pd0 is supplied to the reactor 24 from an overhead wire 4 (not shown) via a current collector 5. The reactor 24 forms a filter circuit together with the capacitor 16 to remove harmonics of the DC power Pd0, and supplies the output to the inverter device 15, the DC converter device 25, and the auxiliary power supply device 10.

The inverter device 15 converts the DC power Pd0 into a variable voltage and variable frequency (VVVF) AC power Pa2, and controls the torque of the motor 17 (not shown). The torque of the electric motor 17 transmits rotational torque to all or any of the wheel sets 3a, 3b, 3c, and 3d, causes a tread force to act between the wheel set and the rail surface, and the tread force accelerates or accelerates the vehicle 1a. Decelerate.

The DC converter device 25 converts the voltage Vd0 of the DC power Pd0 into the DC power Pd1 of the voltage Vd1. The power storage device 9 includes a power storage means such as a lithium ion battery, a power storage power circuit breaker that limits charging / discharging (input / output) of the stored power, and a power storage controller that monitors the state of the power storage means and controls the stored power circuit breaker. Will be done. The power storage means is charged / discharged according to the magnitude of the voltage Vd1 of the DC power Pd1 output by the DC converter device 25 and the voltage Vbat of the power storage device 9.

The auxiliary power supply device 10 converts the AC power Pd1 of the main converter 8 into AC power Pa3 having a constant voltage and a constant frequency (CVCF), and is not shown as an auxiliary machine for vehicles (air conditioning, certification, air compressor, etc.). Supply to.

The integrated control device 11 is composed of a converter control unit 21, an inverter control unit 22, a storage battery control unit 23, and an integrated control unit 20.

The converter control unit 21 performs constant voltage control to make the DC voltage Vd1 detected by the DC voltage detector 51 follow the voltage command Vdb in response to a command from the integrated control unit 20, and a DC current generated based on the output. Constant current control is performed to follow the DC current Id1 detected by the DC current detector 52 to the command, and based on the output, a PWM pulse for operating the switching circuit of the converter device 26 is generated and input to the converter device 26.

The inverter control unit 22 generates a torque current command for generating a drive torque of the motor 17 for accelerating or decelerating the vehicles 1a and 1b in response to a command from the integrated control unit 20, and detects the electric current with the AC current detector 18. Constant current control is performed to make the torque current calculated based on the currents Imu, Imv, and Imw follow the torque current command, and based on the output, a PWM pulse for operating the switching circuit of the inverter device 15 is generated, and the inverter device 15 is used. input.

The storage battery control unit 23 turns on / off the stored power circuit breaker in response to a command from the integrated control unit 20 to limit the charge / discharge (input / output) of the storage means, and also provides state information (storage amount, etc.) from the storage means. (Storage battery temperature, etc.) are aggregated and transmitted to the integrated control unit 20.

With the above configuration, by adjusting the charge / discharge power Pbat of the power storage device 9, the SOC is managed so as to match the SOC (t).

The SOC (t) is determined with reference to the storage battery capacity retention rate predicting means based on the elapsed time from the start of use of the power storage device 9 and the storage battery temperature Tb of the power storage device 9. The elapsed time from the start of use of the power storage device 9 can be obtained by integrating the time from the start of use of the power storage device 9 by the time measuring means provided in the integrated control unit 23, but simply from the start of use. You may manually enter the elapsed time value. The storage battery temperature Tb of the power storage device 9 can be detected as state information from the power storage device 9, but the average temperature in the environment in which the power storage device 9 is used may be stored in advance.

Further, in each of the above-described embodiments, the integrated control device 11 is exemplified as including the integrated control unit 20, the converter control unit 21, the inverter control unit 22, and the storage battery control unit 23 as individual control units. , This division is for convenience, and their control may be implemented by one control unit or a combination of a plurality of control units. Further, the control content in each control unit is not limited to the embodiment, and any mounting form can be adopted. For example, it is assumed that the integrated control unit 20 collectively generates the control commands generated by each control unit in the embodiment, and each of the other control units transfers the state of the controlled object to the integrated control unit 20. It may be specialized in the function of notifying the person.

Further, the integrated control device 11 controls the operation of the main conversion device 8 based on the train control command as a basic function, and additionally executes switching between the first drive mode and the second drive mode. It should be noted that the function of switching between the first drive mode and the second drive mode may be realized based on the command information output from the command device to the integrated control device 11 by providing a command device in the cab. good.

Further, although each of the above-described embodiments shows the case where the power storage device is managed by the management method proposed by the in-vehicle power storage device, this management method can also be applied to the power storage device provided in the power supply facility on the ground side. Is.

1a, 1b ... vehicle, 2a, 2b, 2c, 2d ... trolley 3a, 3b ... wheel shaft, 4 ... overhead wire, 5 ... current collector, 6 ... inter-vehicle coupler, 7 ... transformer device, 8 ... main converter, 9 ... Power storage device, 9a ... Storage battery, 10 ... Auxiliary power supply device, 11 ... Integrated control device, 12 ... AC voltage detector, 13 ... AC current detector, 14 ... Converter device, 15 ... Inverter device, 16 ... Condenser, 17 ... Electric motor , 18 ... AC current detector, 19 ... Vehicle auxiliary equipment, 20 ... Integrated control unit, 20a ... Computational device, 20b ... Timer, 20c ... Memory, 21 ... Converter control unit, 22 ... Inverter control unit, 23 ... Storage battery control Unit, 23a ... Storage controller, 23b ... Thermometer, 23c ... Storage power breaker, 24 ... Reactor, 25 ... DC converter device, 51 ... DC voltage detector, 52 ... DC current detector.

Claims (7)

Main converter and
The motor connected to the main converter and
A secondary battery type power storage device that can be connected to the main conversion device,
In railcars equipped with at least
A railway vehicle including a control device that controls the storage rate of the power storage device based on the time elapsed from the start of use of the power storage device. In the railway vehicle according to claim 1,
The control device is
A railway vehicle characterized in that the main conversion device is operated so that the storage rate increases as the time elapsed from the start of use increases. In the railway vehicle according to claim 2, the control device is
A memory that stores a reference time that serves as a reference for operating the main conversion device so that the storage rate increases, and
An arithmetic unit that compares the reference time with the current time point,
A railroad vehicle characterized by having at least. In the railway vehicle according to any one of claims 1 to 3.
The control device is
The control lower limit value set for the storage rate of the power storage device and
The amount of electric power to be supplied from the power storage device to the motor and
Based on the control lower limit value, the usage upper limit value, which is the storage rate at which the electric energy is secured, and
A railroad vehicle characterized by having a storage device that at least memorizes. In the railway vehicle according to any one of claims 1 to 4.
It has a measuring means for measuring the temperature of the power storage device, and has
The control device is a railway vehicle characterized in that the storage rate is controlled based on the time elapsed from the start of use of the power storage device and the temperature measured by the measuring means. In the railway vehicle according to any one of claims 1 to 5.
The control device is
A railway vehicle characterized in that it holds information on the manufacturing time of the power storage device as time information indicating the start of use of the power storage device. In the railway vehicle according to any one of claims 1 to 6.
A current collector configured to be able to supply electric power to the main converter is provided.
The first drive mode that operates by using the electric power of the current collector, and
A second drive mode that operates using the electric power generated by the power storage device, and
A railway vehicle including a command device that outputs a control command for switching between the first drive mode and the second drive mode.

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