KR102027482B1 - How To Operate With Speed Control Algorithm To Meet Charged Amount In A Wireless Power Transmission The Wireless Tram System - Google Patents

Abstract

The present invention relates to a driving method to which a speed control algorithm for satisfying a charge amount is applied in a wireless power transmission wireless tram system, and more particularly, in a method of operating a tram in a wireless power transmission wireless tram system. The wireless power transmission in the sun tram system transfers wireless power from the primary coil part installed on the track of the platform to the secondary coil part installed on the lower part of the tram. The wireless tram has a speed control algorithm programmed to satisfy the charge amount. An embedded control unit; A battery unit; Power conversion unit; A drive unit; And a regenerative braking charging unit, wherein the controller senses the charge amount of the battery unit and the speed of the driving unit, and outputs a signal according to the speed control algorithm to the power conversion unit to drive the driving unit by outputting a signal according to the speed control algorithm to the power conversion unit. Control the conversion, the power conversion unit to convert the power to be charged to the battery unit and the power transferred from the primary coil portion of the platform to the secondary coil portion wirelessly, and to convert the power transferred from the regenerative braking charging unit to the battery portion, The speed control algorithm for satisfying the charge amount may include a battery unit charge sensing step of sensing a charge amount of the battery unit at the start of dynamic charging by the controller; Determining whether the battery unit is satisfied with the charging amount of the battery unit; If it is determined that the battery unit is satisfied, the dynamics are automatically calculated according to the tram speed of the average speed table which is dynamically charged according to the tram speed according to the input average speed table, which is calculated in advance according to the distance between the connected platforms and the dynamic charging time. Charging step; And -ΔV of the average speed in the dynamic charging section when starting from each platform when the charge amount of the battery unit is determined to be insufficient, and the average speed on the average speed table in the dynamic charging section when arriving at the next platform. -△ V "to operate, but the speed in the section is not charged between the platform is + △ V 'to operate the dynamic charging step according to the speed compensation value of the dynamic charging; wireless power characterized by consisting of The present invention relates to a driving method using a speed control algorithm for satisfying a charging amount in a transmission wireless tram system.

Description

How to Operate with Speed Control Algorithm To Meet Charged Amount In A Wireless Power Transmission The Wireless Tram System}

The present invention relates to a driving method to which a speed control algorithm for satisfying a charge amount is applied in a wireless power transmission wireless tram system, and more particularly, in a method of operating a tram in a wireless power transmission wireless tram system. The wireless power transmission in the sun tram system transfers wireless power from the primary coil part installed on the track of the platform to the secondary coil part installed on the lower part of the tram. The wireless tram has a speed control algorithm programmed to satisfy the charge amount. An embedded control unit; A battery unit; Power conversion unit; A drive unit; And a regenerative braking charging unit, wherein the controller senses the charge amount of the battery unit and the speed of the driving unit, and outputs a signal according to the speed control algorithm to the power conversion unit to drive the driving unit by outputting a signal according to the speed control algorithm to the power conversion unit. Control the conversion, the power conversion unit to convert the power to be charged to the battery unit and the power transferred from the primary coil portion of the platform to the secondary coil portion wirelessly, and to convert the power transferred from the regenerative braking charging unit to the battery portion, The speed control algorithm for satisfying the charge amount may include a battery unit charge sensing step of sensing a charge amount of the battery unit at the start of dynamic charging by the controller; Determining whether the battery unit is satisfied with the charging amount of the battery unit; If it is determined that the battery unit is satisfied, the dynamics are automatically calculated according to the tram speed of the average speed table which is dynamically charged according to the tram speed according to the input average speed table, which is calculated in advance according to the distance between the connected platforms and the dynamic charging time. Charging step; And -ΔV of the average speed in the dynamic charging section when starting from each platform when the charge amount of the battery unit is determined to be insufficient, and the average speed on the average speed table in the dynamic charging section when arriving at the next platform. -△ V "to operate, but the speed in the section is not charged between the platform is + △ V 'to operate the dynamic charging step according to the speed compensation value of the dynamic charging; wireless power characterized by consisting of The present invention relates to a driving method using a speed control algorithm for satisfying a charging amount in a transmission wireless tram system.

Recently, in the field of railways, railway transportation systems incorporating high-power wireless power transmission technology, focusing on Light Rail Transit (LRT), are being studied.

Railroad electricity is composed of train, electric power, information and communication, and signal control, and is not only the basis for operating the transportation system called railroad through mutual support and complementation, but also applied and developed and applied to railroad operation.

The ordinary train uses a contact power supply system in which the pantograph, the upper part of the railway vehicle, and the tramline are in contact with the electric power supply.

However, the contact power supply system has high construction and maintenance costs, low reliability and safety, and poor environmental friendliness.

Currently, low-level trams operating in advanced countries such as Europe and Japan are in the process of researching cutting-edge technology that combines the existing rail system technology with a separate power supply to meet the continuous needs of urban environment and energy efficiency.

First of all, the research results of "60kHz wireless power transmission system for wireless tram" [Korean Journal of Railway Society Vol.16 No.1 p8-11, Lee Byung-song, Hong Soon-man, Kim Jae-hee et al.] As a result of developing a module and measuring current collection efficiency, it was confirmed that it has a high efficiency of about 84% while stopping and driving. "Optimal design and integrated control technique for wireless charging system for electric vehicles" [Sungkyunkwan University Graduate School, Electronics and Thesis of Electrical Engineering Ph.D., Woo-Kyun Woo (2015) proposes an optimal design process for IPT (Inductive Power Transfer) system that reflects various design considerations, based on the test results of the EV wireless charger prototype and simulation results of transmission and reception power pad loss analysis. It has been confirmed that the power transmission efficiency performance of about 88% or more can be achieved. A study on the bidirectional charging and discharging circuit of power transmission "[Myungji University Graduate School, Ph.D. thesis, Department of Electrical Engineering, Kwang-min Yoo] (2014), In the charging or discharging method, we devised a new method of wirelessly transferring a large amount of power using wireless power transmission technology, which measures 96% maximum efficiency, 96.5% single-phase inverter, and 0.998 power factor at 12cm transmission distance. 6.6KW wireless power transmission experiment up to 20cm distance confirmed its usefulness.

However, most of the above studies on the wireless tram are mostly focused on the battery charging efficiency or the charging device in the wireless power transmission, and the actual operation of the wireless tram, that is, the operation between the platforms, Y-track Considering the operation in X-track, there is little research on the operation method to maintain the optimized charging rate during operation.

In the wireless power transmission wireless tram system according to the present invention, a driving method to which a speed control algorithm for satisfying a charge amount is applied has the following problems.

First of all, an object of the present invention is to propose a wireless power transmission wireless tram system that performs dynamic charging and static charging while maintaining a proper charging amount of a battery during actual operation of the wireless tram.

Secondly, another object of the present invention is to propose a speed control algorithm for satisfying a charging amount.

Third, the speed control algorithm aims to modify only the running speed between the dynamic charging section and the dynamic alluvial space without modifying the overall average speed.

Fourth, the wireless tram system is capable of charging regenerative braking.

Fifth, the battery unit constituting the wireless tram system is to use a hybrid battery.

The present invention for solving the above problems is a method of operating a tram in a wireless power transmission wireless tram system, the wireless power transmission in the wireless power transmission wireless tram system from the primary coil portion installed on the track of the platform It is based on the premise that wireless power is transferred to the secondary coil part installed in the lower part of the tram.

The wireless tram 100 includes a controller 110 in which a speed control algorithm for satisfying a charge amount is programmed and embedded; A battery unit 120; Power conversion unit 130; A driving unit 140; And a regenerative braking charger 150.

The controller 110 senses the amount of charge of the battery unit 120 and the speed of the driver 140 to output a signal according to the speed control algorithm to the power converter 130 to the power converter 130. Drive 140 to control the speed of the tram, and the power conversion unit 130 to convert the power to be wirelessly transferred to the secondary coil portion of the lower part of the tram from the primary coil portion of the platform charged and the regenerative braking It characterized in that for controlling the conversion so that the power transferred from the charging unit 150 to the battery unit 120.

Speed control algorithm for meeting the charge amount is

A battery unit charge amount sensing step of sensing a charge amount of the battery unit 120 at the start of dynamic charging by the controller 110;

Determining whether the battery unit is satisfied with the charging amount of the battery unit 120 (S200);

When it is determined that the charging amount of the battery unit 120 is satisfied, the tram of the average speed table which is dynamically charged according to the tram speed according to the input average speed table, which is calculated in advance according to the distance between the platforms connected and the dynamic charging time. Dynamic charging step according to the speed (S310); And

If it is determined that the charge amount of the battery unit 120 is insufficient, the average speed in the dynamic charging section when starting from each platform is -ΔV, and on the average speed table in the dynamic charging section when arriving at the next platform. Dynamic charging step (S320) according to the speed compensation value to drive the average speed-△ V ", but the speed between the platform is not made charge + △ V 'to the dynamic charging; It is characterized by.

In the dynamic charging step according to the tram speed according to the average speed table and the dynamic charging step according to the speed compensation value, it is preferable that the average speeds from the starting point of the platform to the stop of the next platform are the same.

In the case of charging by the regenerative braking charging unit 150, it is preferable to charge the ultracapacitor instead of the battery unit 120.

The wireless power transmission method in the wireless power transmission wireless tram system is preferably used a magnetic induction method.

The battery unit 120 preferably uses a hybrid battery in which a short cycle type and a long cycle type are mixed.

In the wireless power transmission wireless tram system according to the present invention, the driving method to which the speed control algorithm is applied to satisfy the charge amount has the following effects.

First, the present invention is a wireless power transmission wireless tram system that performs dynamic charging and static charging while maintaining a proper battery charge during actual operation of the wireless tram, and can provide an optimized charging and driving scenario in any situation of operation. have.

Secondly, in the wireless power transmission wireless tram system, a charge amount suitable for driving is detected every time the platform departs from the platform, and a charging or speed control algorithm is proposed accordingly to allow optimum charging. Make sure you're avoiding the worst possible situation.

 Third, the speed control algorithm does not change the overall average speed, but only changes the driving speed between the dynamic charging section and the dynamic alluvial space, so that the running time of the tram is maintained without being faster or delayed.

Fourth, the regenerative braking can be performed in the wireless tram system, and an ultracapacitor is used as an auxiliary charging unit in addition to the battery unit, thereby reducing the number of charges of the battery to maintain durability.

Fifth, the battery unit constituting the wireless tram system to use a hybrid battery to optimize the charging efficiency.

FIG. 1 is a schematic diagram showing a case where dynamic charging and static charging are performed when a tram is operated in a wireless power transmission wireless tram system.
FIG. 2 is a schematic diagram of dividing the dynamic charging and the static charging when the time destination is the Y track in the wireless power transmission wireless tram system.
3 is a schematic diagram showing a case where the dynamic charging and the static charging are divided in the case where the time-end station is the X track in the wireless power transmission wireless tram system.
Figure 4 is a schematic diagram schematically showing a wireless tram system to which the speed control algorithm for satisfying the charge amount in the present invention wireless power transmission system.
FIG. 5 is a schematic diagram showing how a speed control algorithm for satisfying a charge amount is applied in actual wireless tram operation in a wireless power transmission system of the present invention.
6 is a flow chart of a speed control algorithm for satisfying the filling amount of the configuration of the present invention.
FIG. 7 is a view schematically comparing the case according to the tram speed of the average speed table and the case according to the speed compensation value in the same section.
8 is a view for showing the assumed specifications of the platform, tram to explain the preferred embodiment of the present invention.

First, prior to entering the detailed description of the present invention, if it is determined that the detailed description of the known technology or configuration related to the present invention may unnecessarily obscure the subject matter of the present invention, the detailed description thereof will be omitted.

In addition, the terms to be described later are terms defined in consideration of functions in the present invention, which may vary according to the intention or custom of the user or the operator, and the definition thereof is defined as “amount of charge in the wireless power transmission wireless tram system according to the present invention. It should be made on the basis of the contents throughout the present specification, which describes "the driving method to which the speed control algorithm is applied to meet".

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used herein, the singular forms “a,” “an,” and “the” include plural forms as well, unless the phrases clearly indicate the opposite.

As used herein, the meaning of "comprising" embodies a particular property, region, integer, step, operation, element, and / or component, and other specific properties, region, integer, step, operation, element, component, and / or It does not exclude the presence or addition of groups.

All terms including technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art. Terms defined in advance are additionally interpreted to have a meaning consistent with the related technical literature and the presently disclosed contents, and are not interpreted in an ideal or very formal sense unless defined.

FIG. 1 is a schematic diagram showing a case where dynamic charging and static charging are performed when a tram is operated in a wireless power transmission wireless tram system, and FIG. 2 is a Y track at a time station in a wireless power transmission wireless tram system. Is a schematic diagram showing a case of dividing dynamic charging and static charging, and FIG. 3 is a schematic diagram of dividing dynamic charging and static charging in the case where the X-terminal station is X-track in the wireless power transmission wireless tram system. 4 is a schematic diagram schematically showing a wireless tram system to which the speed control algorithm for meeting the charging amount is applied in the wireless power transmission system of the present invention, and FIG. 5 is a speed control algorithm for satisfying the charging amount in the wireless power transmission system according to the present invention. Fig. 6 is a schematic view showing a state applied in the operation of a wireless tram, Fig. 6 is a configuration of the present invention 7 is a flowchart illustrating a speed control algorithm for satisfying a quantity, and FIG. 7 schematically illustrates a case according to a tram speed of an average speed table and a case according to a speed compensation value in the same section, and FIG. 8 is a preferred embodiment of the present invention. To illustrate the example, it is a drawing to show the assumed specifications of the platform and tram.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to FIGS. 1 to 7.

The present invention for solving the above problems is a method of operating a tram in a wireless power transmission wireless tram system, the wireless power transmission in the wireless power transmission wireless tram system from the primary coil portion installed on the track of the platform It is based on the premise that wireless power is transferred to the secondary coil part installed in the lower part of the tram.

Referring to FIG. 1, it is possible to know in what area, ie, charging area, dynamic charging and static charging occur according to the number of tram vehicles in one platform. In particular, dynamic charging, which is a form of charging when the tram arrives and departs, is shown. And static charge, which is the type of charge when the tram stops.

In the following, the mathematical model of each variable is expressed as follows for the analysis of the filling rate in dynamic charging and static charging.

Primary coil length: p _l

Starting point of the primary coil on the platform: p _f

End point of the primary coil on the platform: p _e

Secondary coils: s ₁ , s ₂ , s ₃ , ...., S _n

Length of tram: l

Stop position of the tram on the platform: t _s

Charging distance when tram arrives on the platform: s ^arr ₁ , s ^arr ₂ , ..... s ^arr _n

Charging distance when tram departs from platform: s ^dep ₁ , s ^dep ₂ , ..... s ^dep _n

The distance from p _e to S _n when the tram arrives at the platform: p ^Sn _e

The distance from p _f to S _n when the tram starts on the platform: p ^Sn _f

Battery capacity of the tram: β

Battery charging efficiency: η

Tram acceleration: a

Deceleration of the tram: d

Considering the dynamic charging, when the train arrives at the station and when the train leaves the station, induction electromotive force is generated through the contact point of the secondary coil installed in the lower part of the train and the primary coil installed in the station track.

Each secondary coil in the lower part of the vehicle has a different charging time depending on the acceleration and deceleration of the train, the length of the vehicle and the primary coil.

Accordingly, the mathematical model for dynamic and static filling is as follows.

(One)

(2)

(3)

(4)

Equation (1) is the distance the secondary coil is charged when the tram arrives on the platform, and (2) is the distance that the secondary coil is charged when the tram leaves the platform.

Equation (3) is the charging time of the secondary coil when the tram arrives on the platform, and (4) is the charging time of the secondary coil when the tram starts to the platform.

(5)

(6)

Equation (5) is the total charge when the tram arrives on the platform, and (6) is the total charge when the tram leaves the platform.

(7)

(8)

Equation (7) is the total charge for dynamic charging, and the equation for the total charge for static charging when the tram stops on the platform is the same as the above (8).

(9)

Therefore, the total amount charged in one platform is as shown in Equation (9).

The start and end platforms require line routing for the tram to turn, so that the start and end platforms are compared and analyzed for the charge rates for the two Y-track and X-track linears.

Referring to FIG. 2, it is possible to know how the dynamic charging and the static charging occur in the Y track, which is a form of the terminal terminus.

Referring to FIG. 2, for Y track, dynamic charging occurs at six different locations as shown below.

1) When the tram arrives on the platform (D1)

2) When the tram departs from the platform into the turn lane (D2)

3) When the tram approaches the turning line (D3)

4) When the tram departs from the roundabout (D4)

5) When tram approaches platform (D5)

6) When the tram departs from the platform (D6)

2, in the case of the Y track, static charging occurs in three positions as follows.

1) Tram stops at platform (passenger gets off) (S1)

2) When changing the driver's direction on the turning line (S2)

3) Tram stops at the station (passenger ride) (S3)

Since Y-track has a turn line for changing trams and a primary coil is installed in this turn line, the mathematical model for filling rate analysis is expressed by the following equation.

Length of primary coil in turn line: y _l

Starting point of primary coil in the turn line: y _f

End point of primary coil in the turn line: y _e

Charging distance when tram arrives at the turning line:

Charging distance when tram from detour:

Distance from the tram to the tram:

Distance from the tram line to the start of the tram:

Required time for the operator to change the cab: margin

10

(11)

(12)

Equation (10) represents the amount of secondary coil charging when the tram moves from the upper line of the track to the turn line, and (11) the formula indicates the amount of charge of the secondary coil when the tram proceeds to the lower line of the track. Equation (12) represents the static charge when the driver switches the cab after entering the turn lane.

As a result, the total amount of tram in Y-track is determined by the following equation.

(13)

Referring to FIG. 3, it is possible to know how the dynamic charging and the static charging occur in the X track, which is a form of the terminal terminus.

Referring to FIG. 3, in the case of the X track, dynamic charging is performed in two positions.

1) When the tram arrives on the platform (D1)

2) When the tram departs from the platform (D2)

Static charging, on the other hand, occurs only when the tram stops (passengers get on and off) (S1).

(14)

Therefore, the total charge amount in the X track is determined by the above formula (14).

According to the above equation, it can be seen that the amount of charge is greater than that of the X track when the starting track type is Y track.

Referring to FIG. 4, the wireless tram 100 includes a controller 110 in which a speed control algorithm for satisfying a charge amount is programmed and embedded; A battery unit 120; Power conversion unit 130; A driving unit 140; And a regenerative braking charger 150.

Referring to FIG. 4, the control unit 110 senses the charge amount of the battery unit 120 and the speed of the driving unit 140 and transmits a signal according to the speed control algorithm to the power conversion unit 130 by the power conversion unit 130. To drive the driving unit 140 to control the speed of the tram, and the power conversion unit 130 to charge the battery unit with the power that is wirelessly transferred to the secondary coil portion of the lower tram from the primary coil portion of the platform Converting and controlling the conversion to be charged to the battery unit 120, the power delivered from the regenerative braking charging unit 150.

Referring to FIG. 6, the speed control algorithm for satisfying the charge amount may include a battery unit charge sensing step (S100) of sensing a charge amount of the battery unit 120 at the start of dynamic charging by the controller 110; Determining whether the battery unit is satisfied with the charging amount of the battery unit 120 (S200); When it is determined that the charging amount of the battery unit 120 is satisfied, the tram of the average speed table which is dynamically charged according to the tram speed according to the input average speed table, which is calculated in advance according to the distance between the platforms connected and the dynamic charging time. Dynamic charging step according to the speed (S310); And the average speed table in the dynamic charging section when starting from each platform when the charge amount of the battery unit 120 is insufficient, and the average speed table in the dynamic charging section when arriving at the next platform. Dynamic charging step (S320) in accordance with the speed compensation value to operate by driving the average speed of the phase-△ V ", but the speed between the platform is not made charge + △ V 'is dynamic charging; It is characterized by.

The average speed table is of course also possible in the form of a time table.

As described above, the charging amount of the tram is changed as the charging time depends on the charging time under the premise that all conditions are the same.

That is, the charging amount of the tram may be due to the dynamic charging or the static charging, but considering that the static charging is generally determined formally, the size of the tram is considered to be determined by the charging amount by the dynamic charging. This is dependent on the tram speed in the dynamic charging zone.

Therefore, the speed control algorithm for satisfying the charge amount detects the charge amount when starting from one platform and runs at a speed according to a general timetable or runs at a modified speed depending on whether the detected charge amount is above or below the optimum charge amount. To do.

In general, the average speed table or time table is specifically determined by the distance to the actual platform, the existence and number of curved tracks, the height difference of the tracks, and the specifications of the tram (maximum speed, gear ratio, driving force, braking force specifications, etc.).

In the following description, a timetable is described, but the terminus is described in the table for convenience of explanation (except for the sake of brevity).

In addition, as shown in Figure 8, the tram applied in the table is assumed to be three, the total charging capacity is assumed to be 500kW.

The charging efficiency of the battery unit is 90%, and the total length is 60m as the amount of three trams, and the platform length is assumed to be 70m with a clearance distance of 5m in the front and rear.

In addition, the primary coil is set to 80m and the secondary coil is set to three 10m long at the bottom of the tram. When entering the platform, the current is supplied by the magnetic induction method to set the battery in the tram to be charged.

Tram specifications are shown in Table 1 below.

Acceleration at departure 1.07m / s ^ 2 Deceleration during braking 2.8 m / s ^ 2 Normal deceleration 1.3 m / s ^ 2 Speed 70km / h Wheel diameter 0.820 m Gear ratio 99/14 Driving force 620kW

First, Table 2 shows that the charged charging amount is more than the optimal charging amount, so that dynamic charging is performed according to the tram speed according to the average speed table.

platform Distance (km) Time in seconds km / h Charge amount (kW) kwh [required] Dynamic charging [departure] between Dynamic charging [arrival] Dynamic charging [departure] between Dynamic charging [arrival] Dynamic charging [departure] between Dynamic charging [arrival] Static charge amount Optimum Charge Detection charge A B 0.04 0.92 0.04 15 112 15 4 42.43 4 11.2 60 62 21.33 B C 0.04 0.98 0.04 15 120 15 4 42.43 4 11.2 60 61 22.21 C D 0.04 1.14 0.04 15 136 15 4 42.43 4 11.2 58 60 24.33 D E 0.04 1.22 0.04 15 142 15 4 42.43 4 11.2 58 59 26.18 E F 0.04 0.98 0.04 15 120 15 4 42.43 4 11.2 56 58 21.45 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

In Table 3, as the speed correction value is applied as the detected charge amount is lower than the optimal charge amount in the platform BC section, the charging time is increased by 2 seconds as the speed decreases in the dynamic charge area of the platform B and C. You can see that the speed increases.

In this case, the speed compensation values ΔV, ΔV ', and ΔV “in each section are determined according to the tram specification, the track type and the distance between the platforms, and do not have a single value in a uniform manner. It is desirable to have a compensation value so that it can be selected.

However, whatever the speed compensation is applied, the operating time between platforms is set to be the same and operate accordingly.

Such a speed control algorithm may be manually controlled by an operator operating the vehicle, or may be automatically controlled.

In the case of manual control, it is desirable to have a system in which the optimum charge amount and detected charge amount are displayed to the operator for each platform.

platform Distance (km) Time in seconds km / h Charge amount (kW) kwh [required] Dynamic charging [departure] between Dynamic charging [arrival] Dynamic charging [departure] between Dynamic charging [arrival] Dynamic charging [departure] between Dynamic charging [arrival] Static charge amount Optimum Charge Detection charge A B 0.04 0.92 0.04 15 112 15 4 42.43 4 11.2 60 62 21.33 B C 0.04 0.98 0.04 17 116 17 3.2 44.24 3.2 11.2 60 59 22.21 C D 0.04 1.14 0.04 15 136 15 4 42.43 4 11.2 58 60 24.33 D E 0.04 1.22 0.04 15 142 15 4 42.43 4 11.2 58 59 26.18 E F 0.04 0.98 0.04 15 120 15 4 42.43 4 11.2 56 58 21.45 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Referring to FIG. 5, it is assumed that a speed control algorithm for satisfying the charging amount is applied.

Referring to FIG. 7, in the dynamic charging step according to the speed of the tram according to the average speed table and the dynamic charging step according to the speed compensation value, the average speeds from the start of the platform to the stop of the next platform are the same. This is preferred.

Referring to FIG. 7, the speed from the start of the A station platform to the arrival of the B station is shown. Actually, the speed curve is not a straight line. Will be described as follows.

In the case where the filling amount is satisfied and the speed compensation value is applied because the filling amount is insufficient, the area formed by the speed curve in relation to the X axis means the distance.

The blue line on the speed curve means the rated maximum speed that the tram can produce, and the speed control algorithm according to the present invention prohibits exceeding the rated maximum speed.

However, according to the speed curve below, the speed in the dynamic charging section is slower than usual, so the dynamic charging section seems to be relatively long, but this is due to the curve showing how the speed changes over time. It just makes the section look wider.

In the case of charging by the regenerative braking charging unit 150, it is preferable to charge the ultracapacitor instead of the battery unit 120.

The wireless power transmission method in the wireless power transmission wireless tram system is preferably used a magnetic induction method.

The battery unit 120 preferably uses a hybrid battery in which a short cycle type and a long cycle type are mixed.

In the wireless power transmission wireless tram system according to the present invention, the driving method to which the speed control algorithm is applied to satisfy the charge amount has the following effects.

First, the present invention is a wireless power transmission wireless tram system that performs dynamic charging and static charging while maintaining a proper battery charge during actual operation of the wireless tram, and can provide an optimized charging and driving scenario in any situation of operation. have.

Secondly, in the wireless power transmission wireless tram system, a charge amount suitable for driving is detected every time the platform departs from the platform, and a charging or speed control algorithm is proposed accordingly to allow optimum charging. Make sure you're avoiding the worst possible situation.

 Third, the speed control algorithm does not change the overall average speed, but only changes the driving speed between the dynamic charging section and the dynamic alluvial space, so that the running time of the tram is maintained without being faster or delayed.

Fourth, the regenerative braking can be performed in the wireless tram system, and an ultracapacitor is used as an auxiliary charging unit in addition to the battery unit, thereby reducing the number of charges of the battery to maintain durability.

Fifth, the battery unit constituting the wireless tram system to use a hybrid battery to optimize the charging efficiency.

100: wireless tram 110: control unit
120: battery unit 130: power conversion unit
140: drive unit 150: regenerative braking charging unit
200: wireless power transmission unit
S100: battery unit charge sensing step
S200: determining whether the battery unit charge level is satisfied
S310: Dynamic charging step according to the tram speed of the average speed table
S320: Dynamic charging step according to the speed compensation value

Claims (6)

In the tram operation method of the wireless power transmission wireless tram system,
The wireless power transmission in the wireless power transmission wireless tram system is a wireless power transfer from the primary coil portion installed in the track of the platform to the secondary coil portion installed in the lower part of the tram,
The wireless tram
A controller in which a speed control algorithm for satisfying the filling amount is programmed and embedded; A battery unit; Power conversion unit; A drive unit; And a regenerative braking charger;
The control unit senses the charge amount of the battery unit and the speed of the driving unit to output a signal according to the speed control algorithm to the power conversion unit to the power conversion unit to drive the driving unit to control the speed of the tram, the power conversion unit of the platform A control for converting the power transferred wirelessly from the primary coil part to the secondary coil part to be charged in the battery part and for converting the power delivered from the regenerative braking charging part to be charged in the battery part,
The speed control algorithm for satisfying the charge amount may include a battery unit charge sensing step of sensing a charge amount of the battery unit at the start of dynamic charging by the controller;
Determining whether the battery unit is satisfied with the charging amount of the battery unit;
If it is determined that the battery unit is satisfied, the dynamics are automatically calculated according to the tram speed of the average speed table which is dynamically charged according to the tram speed according to the input average speed table, which is calculated in advance according to the distance between the connected platforms and the dynamic charging time. Charging step; And
If it is determined that the battery unit is not charged, the average speed in the dynamic charging section when starting from each platform is -ΔV, and the average speed in the average speed table in the dynamic charging section when arriving at the next platform is-. △ V ", but the speed in the section is not charged between the platform is + △ V 'driving dynamic charging according to the speed compensation value of the dynamic charging; Wireless power transmission characterized in that consisting of Driving method with speed control algorithm to meet the charge level in wireless tram system. delete The method according to claim 1,
In the dynamic charging step according to the tram speed according to the average speed table and the dynamic charging step according to the speed compensation value, the average speeds from the moment of departure from the platform to the stop of the next platform are the same. Driving method with speed control algorithm to satisfy the charge in transmission wireless tram system. The method according to claim 1,
In the case of charging by the regenerative braking charging unit, the speed control algorithm to apply the charge amount in the wireless power transmission wireless tram system, characterized in that the charge in the ultra-capacitor instead of the battery unit. The method according to claim 1,
The wireless power transmission method in the wireless power transmission wireless tram system is a method of driving a speed control algorithm for satisfying the charge amount in a wireless power transmission wireless tram system, characterized in that using the magnetic induction method. The method according to claim 1,
The battery unit is a method of driving a speed control algorithm for satisfying the charge amount in a wireless power transmission wireless tram system, characterized in that using a hybrid battery of a short cycle type and a long cycle type.

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