KR102138818B1 - Method of calculating the capacity of onboard energy storage system according to propulsion inverter cooling system - Google Patents

Abstract

Disclosed is a capacity calculation method of an energy storage device capable of optimizing the capacity of an on-board energy storage device including an energy storage medium and a converter according to a propulsion inverter system cooling method. The calculation of the capacity of the onboard energy storage system considering the natural cooling type propulsion inverter system first derives the characteristic curve of the train electric load of the oil price line method. Calculate the power change curve according to the route operation of the oil price railroad vehicle. The capacity of the initial energy storage medium and converter is estimated and the added mass is updated accordingly. The energy storage medium and converter are installed inside the railway vehicle to derive the characteristic curve of the train's electric load of the railway vehicle. When the route operation is completed, the value with the largest required energy value according to the movement between stations is stored as E _opt (k), and the largest power size value among the propulsive power, regenerative power, and charging power during movement is P _PCS (k). Save as. Compared with the previous values, the energy storage medium capacity and converter capacity value derived by iterative calculation are calculated as the optimum capacity value until the change according to the additional iterations is within a negligible reference value. The calculation of the capacity of the onboard energy storage system considering the forced air-cooled propulsion inverter system is calculated by additionally reflecting the cooling fan cooling the control inverter for propulsion as a constant electric load in the process of estimating the capacity of the onboard energy storage system considering the natural cooling type propulsion inverter system. Accordingly, the capacity of the on-board energy storage device can be optimized according to the cooling method of the propulsion inverter system to minimize the additional weight increase.

Description

METHOD OF CALCULATING THE CAPACITY OF ONBOARD ENERGY STORAGE SYSTEM ACCORDING TO PROPULSION INVERTER COOLING SYSTEM}

The present invention relates to a method for estimating the capacity of an on-board energy storage device according to the cooling method of a propulsion control inverter system, and more specifically, an energy storage medium and energy that is employed in a rapid charging station railway vehicle and stores energy required for propulsion. It relates to a capacity calculation method of the energy storage device that can optimize the capacity of the on-board energy storage device including a converter for converting the capacity of the propulsion control inverter system in consideration of the cooling method.

2. Description of the Related Art With the recent development of battery and charging technology, it has been applied to electric vehicles as well as automobiles. In particular, many technologies related to electric vehicles that charge a battery and run between stations are being developed.

In the Republic of Korea Registered Patent No. 10-1776008 (Invention name: electric vehicle operation system between stations through rapid charging), the minimum energy for operation between the station and the station through rapid charging is charged to the rapid charging storage device to separate the vehicle when driving. Disclosed is a technology that omits charging and wiring and can store all of the regenerative energy generated during regenerative braking in a rapid charging storage device, thereby minimizing the energy required for operation between stations and enabling efficient electric vehicle operation.

The movement of a general oil tanker train is carried out through a propulsion system, and the related electrical equipment is composed of a traction motor and a control inverter for propulsion. A rapid charging type railroad vehicle receives propulsion energy from an energy storage device composed of an energy storage medium and a converter that is installed inside the vehicle instead of a lane while moving between stations, and generates propulsion by driving a traction motor through a propulsion inverter. .

At this time, since the control inverter for propulsion generates heat according to the control operation, cooling is required, and cooling is performed through natural cooling and forced cooling. In the case of the natural cooling method, only energy required for propulsion needs to be considered, but in the forced cooling method, the air cooling type using a cooling fan must separately supply power to an inverter for a cooling fan associated with the fan.

As described above, the rapid charging type railroad vehicle has the advantage of reducing the construction cost of the tram line as there is no need for overhead lines like the existing oil-line trains between stations. The disadvantage is that an additional onboard (in-vehicle) device, such as an energy storage medium and a converter, is required to do so.

Therefore, it is necessary to minimize the increase in vehicle weight by optimally calculating the capacity of the device to be added inside the vehicle.

0001) Korea Registered Patent No. 10-1776008 (2017. 09. 01.) (electric vehicle operation system between stations through rapid charging) 0002) Korea Patent Publication No. 2018-0044561 (2018. 05. 03.) (a device and method for estimating the optimal capacity of an energy storage device in a stand-alone microgrid) 0003) Korea Patent Publication No. 2017-0119863 (2017. 10. 30.) (Energy storage device capacity calculation method and power management device using the same)

Accordingly, the technical problem of the present invention is to be conceived in this regard, and the object of the present invention is to provide the capacity of the on-board energy storage device mounted inside the railway vehicle for rapid charging of a station that rapidly charges propulsion energy required for operation to the next station. It is to provide a method for estimating the capacity of an on-board energy storage device for calculating in consideration of the cooling method of a propulsion inverter system.

In order to realize the object of the present invention, the capacity calculation method of the on-board energy storage device considering the natural cooling type propulsion control inverter system according to an embodiment includes (i) vehicle information, track information, and operation operated by a gas line method Deriving an electric load characteristic curve of the oil tanker vehicle according to the operation of all stops on the route based on the information; (ii) selecting a capacity of an energy storage device for supplying energy to a propulsion control inverter for driving a traction motor of the oil line device from the electric load characteristic curve of the oil line vehicle; (iii) updating the mass of the energy storage medium and the converter to be installed inside the railway vehicle in addition to the oil priced railway vehicle as the kth (k is a natural number) calculation process; (iv) deriving an electric load characteristic curve of a lineless vehicle electric load characteristic of a rapid charging type railway vehicle with an energy storage medium and a converter installed on a railway vehicle in order to achieve the same operating performance on the same route as a conventional train; (v) selecting a capacity of an energy storage device that supplies energy to a propulsion control inverter that drives a traction motor of the oil line device from the characteristic curve of the overhead train electrical load; (vi) k the difference between the second calculated capacity of the energy storage medium obtained in step (E _opt (k)) and (k-1) the capacity of the energy storage medium obtained in the second calculation process (E _opt (k-1)) Comparing the value and the change according to the additional iteration with a reference value to be ignored; (vii) if the difference value in step (vi) is greater than or equal to the reference value, the value of k is increased by 1 and then fed back to step (iii); And (viii) when the difference value in step (vi) is smaller than the reference value, the energy storage medium capacity (E _opt (k)) derived from the k-th calculation process and the k-th calculation converter capacity (P _PCS (k)) are optimal. And calculating the dose value.

In one embodiment, the step (ii), assuming the initial value of the capacity of the energy storage medium in the electric load characteristic curve of the oil tanker, W* when the route operation considering the buffering of the energy storage medium at the station is completed W* Depending on max (initial value-remaining energy storage medium capacity), the largest value is stored as the initial energy storage medium capacity (E _opt (0)), and the largest power size value of the propulsive power and regenerative power during movement is the initial converter capacity ( P _PCS (0)).

In one embodiment, the step (v) is W*max(E _opt (k-1)-remaining when the railway vehicle of the station rapid charging method completes the up/down route operation in the electric load characteristic curve of the cable-free vehicle Energy storage medium capacity) (where W is the weighting factor to reflect the maximum discharge level considering the characteristics of the energy storage medium, k is a natural number), and calculate the largest value of the kth energy storage medium capacity (E _opt (k )), and the largest power size value among propulsive power, regenerative power, and station charging power while on the move is stored as the k th operation converter capacity (P _PCS (k)).

In one embodiment, the step (iii), (iii-1) the energy storage medium E _opt (k-1) derived from the (k-1) th calculation process of the energy storage medium and the energy storage medium per unit energy capacity Calculating the weight of the energy storage medium in the k-th calculation process by multiplying the weight m _uESP [ton/kWh]; (iii-2) _Divide the power capacity P _PCS (k-1) derived from the (k-1) th operation process of the converter by the P _uPCS capacity per converter, apply a Gaussian function of [], add 1, and add Calculating a converter weight in the k-th calculation process by multiplying the value by the weight per unit m _uPCS [ton]; And (iii-3) the weight of the energy storage medium obtained in step (iii-1), the converter weight obtained in step (iii-2), the net vehicle weight and the passenger weight. And calculating.

In order to realize the object of the present invention, the method for calculating the capacity of the on-board energy storage device in consideration of the forced air-cooled propulsion control inverter system according to another embodiment includes (i) vehicle information, track information, and operation operated by a gas line method Deriving an electric load characteristic curve of the oil tanker vehicle according to the operation of all stops on the route based on the information; (ii) selecting the capacity of the energy storage device that supplies energy to the control control inverter for driving the traction motor of the oil line device and the cooling fan inverter for driving the cooling fan from the electric load characteristic curve of the oil tanker; (iii) updating the mass of the energy storage medium and the converter to be installed inside the railway vehicle in addition to the oil priced railway vehicle as the kth (k is a natural number) calculation process; (iv) deriving an electric load characteristic curve of a lineless vehicle electric load characteristic of a rapid charging type railway vehicle with an energy storage medium and a converter installed on a railway vehicle in order to achieve the same operating performance on the same route as a conventional train; (v) selecting the capacity of the energy storage device that supplies energy to the control control inverter for driving the traction motor of the cable-free device and the cooling fan inverter for driving the cooling fan from the electric load characteristic curve of the cable-free vehicle; (vi) k the difference between the second calculated capacity of the energy storage medium obtained in step (E _opt (k)) and (k-1) the capacity of the energy storage medium obtained in the second calculation process (E _opt (k-1)) Comparing the value and the change according to the additional iteration with a reference value to be ignored; (vii) if the difference value in step (vi) is greater than or equal to the reference value, the value of k is increased by 1 and then fed back to step (iii); And (viii) when the difference value in step (vi) is smaller than the reference value, the energy storage medium capacity (E _opt (k)) derived from the k-th calculation process and the k-th calculation converter capacity (P _PCS (k)) are optimal. And calculating the dose value.

In one embodiment, the step (ii), assuming the initial value of the capacity of the energy storage medium in the electric load characteristic curve of the oil tanker, W* when the route operation considering the buffering of the energy storage medium at the station is completed W* The maximum value is stored as the initial energy storage medium capacity (E _opt (0)) according to [max (initial value-remaining energy storage medium capacity) + cooling fan drive energy], and the sum of the propulsive power and cooling power during movement, It is characterized by storing the largest power size value among the sum of the power of regenerative power and cooling power, the sum of the power of charging station and cooling power as the initial converter capacity (P _PCS (0)).

In one embodiment, the step (v) is W*[max(E _opt (k-1)-) when the railway vehicle of the station rapid charging method completes the up/down route operation in the electric load characteristic curve of the cable-free vehicle. Residual energy storage medium capacity) + cooling fan driving energy] (where W is the weighting factor to reflect the maximum discharge degree in consideration of the characteristics of the energy storage medium, k is the natural number) and calculates the k-th computational energy. It is stored as medium capacity (E _opt (k)), and the largest power size value among the sum of the propulsion power and cooling power, the sum of regenerative power and cooling power, and the sum of charging power and cooling power during movement is the kth. It is characterized in that it is stored in the operational converter capacity (P _PCS (k)).

In one embodiment, the step (iii), (iii-1) the energy storage medium E _opt (k-1) derived from the (k-1) th calculation process of the energy storage medium and the energy storage medium per unit energy capacity Multiplying the weight m _uESP [ton/kWh] to obtain the weight of the energy storage medium in the kth calculation process (iii-2) P _PCS (k, the power capacity derived from the (k-1)th calculation process of the converter _Dividing -1) by P _uPCS , which is the capacity per converter, apply a Gaussian function of [], add 1, and multiply this value by weight m _uPCS [ton] per unit, to obtain the converter weight in the kth calculation process, and ( iii-3) The weight of the energy storage medium obtained in step (iii-1), the converter weight obtained in step (iii-2), the net vehicle weight and the passenger weight are summed to calculate the total weight in the k-th calculation process. It may include steps.

According to the capacity calculation method of the onboard energy storage device, the capacity of the onboard energy storage device including the energy storage medium and the converter is cooled to drive the capacity of the onboard energy storage device, including the energy storage medium and the converter, in order to operate the railway vehicle on the same route as compared with the oil tanker electric vehicle. By optimizing according to the method, it is possible to minimize the additional weight increase, thus contributing to the economic value calculation according to the application of the railroad vehicle.

1 is a configuration diagram for schematically explaining a rapid charging station railway vehicle.
FIG. 2 is a block diagram illustrating a capacity estimating device for estimating the capacity of the on-board energy storage device shown in FIG. 1.
3 is a flowchart illustrating a method for calculating a capacity of an on-board energy storage device considering a natural cooling type propulsion inverter according to an embodiment of the present invention.
4 is a graph showing an example of a train electric load characteristic curve of an oil-fuel-type railway vehicle operated upward.
FIG. 5 is a graph showing the location (distance) of a station as an example in response to a characteristic curve of a train electrical load similar to FIG. 4.
FIG. 6A is a graph showing an example of a train electric load characteristic curve and an amount of energy remaining in an energy storage medium of an upstream operated railway vehicle, and FIG. 6B is a train electric load characteristic curve of a downstream oil operated railway vehicle. It is a graph showing an example of the amount of energy remaining in the energy storage medium.
7 is a graph showing an example of a train electric load characteristic curve of an upstream oil tanker type railway vehicle, an amount of energy remaining in the energy storage medium, and an example of a train electric load patent curve of a rapid charging station railway vehicle.
8 is a flowchart illustrating a method for calculating a capacity of an on-board energy storage device considering a forced air-cooled propulsion inverter according to another embodiment of the present invention.

Hereinafter, the present invention will be described in more detail with reference to the accompanying drawings. The present invention may be variously modified and may have various forms, and specific embodiments will be illustrated in the drawings and described in detail in the text. However, this is not intended to limit the present invention to specific disclosure forms, and it should be understood that all modifications, equivalents, and substitutes included in the spirit and scope of the present invention are included.

In describing each drawing, similar reference numerals are used for similar components. In the accompanying drawings, the dimensions of the structures are shown to be enlarged than actual in order to clarify the present invention.

Terms such as first and second may be used to describe various components, but the components should not be limited by the terms. The terms are used only for the purpose of distinguishing one component from other components. For example, the first component may be referred to as a second component without departing from the scope of the present invention, and similarly, the second component may be referred to as a first component. Singular expressions include plural expressions unless the context clearly indicates otherwise.

In this application, the terms "comprises" or "have" are intended to indicate the presence of features, numbers, steps, actions, elements, parts or combinations thereof described in the specification, one or more other features. It should be understood that the existence or addition possibilities of fields or numbers, steps, actions, components, parts or combinations thereof are not excluded in advance.

Also, unless defined otherwise, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by a person skilled in the art to which the present invention pertains. Terms, such as those defined in a commonly used dictionary, should be interpreted as having meanings consistent with meanings in the context of related technologies, and should not be interpreted as ideal or excessively formal meanings unless explicitly defined in the present application. Does not.

Rapid charging of stations The movement of railroad cars between stations is carried out through a propulsion system, and the related electrical equipment includes a traction motor and a control inverter for propulsion.

1 is a configuration diagram for schematically explaining a rapid charging station railway vehicle.

Referring to FIG. 1, the energy storage medium 112 stores energy charged at a station and regenerative energy generated when performing regenerative braking during movement between stations. Therefore, the energy to be charged after stopping at the station may be additionally rapidly charged from the energy charged due to the regenerative braking before the station is stopped. The energy storage medium 112 may be variously configured, such as a supercapacitor or a battery.

The converter 114 serves to lower the input voltage charged at the station during charging to match the input voltage of the energy storage medium 112, and when driving, the control inverter 122 for driving the output voltage of the energy storage medium 112. ) It plays a role to increase according to the voltage. The VLine is displayed as the source power only when the station is charging and is not relevant while moving between stations. That is, the switch is closed only when the station rapidly charges energy, and then remains open while moving between stations. The interface for charging may use a pantograph like a conventional railway vehicle, or a third rail.

The energy supplied from the energy storage device 110 composed of the energy storage medium 112 and the converter 114 drives the traction motor 124 through the propulsion control inverter 122 to generate propulsion power of the railway vehicle. At this time, since heat is generated in the control inverter 122 for propulsion according to the control operation, cooling is essential, and cooling is performed through natural cooling and forced cooling.

In the case of the natural cooling method, only energy required for the propulsion of the railway vehicle needs to be considered, but the forced air cooling method using the cooling fan 132 among the forced cooling methods must separately supply power to the cooling fan inverter 134 associated with the fan.

Therefore, the capacity calculation method of the onboard energy storage device 110 (ie, the energy storage medium 112 and the converter 114 installed in the railroad vehicle) also has a case where the cooling method of the railway vehicle propulsion inverter system has a natural cooling method. It can be carried out by dividing the case of having a forced air cooling method.

When estimating the capacity of the onboard energy storage device 110, the railroad car employing the natural cooling type propulsion control inverter 122 is considered as an energy supply object, and only the propulsion control inverter 122 and the traction motor 124 are considered. In addition, the railway vehicle in which the forced air-cooled propulsion control inverter 122 is employed is an energy supply target, as well as a propulsion control inverter 122 and a traction motor 124, as well as a cooling fan 132 and a cooling fan inverter 134. Should be considered.

When the capacity of the energy storage medium 112 and the converter 114 installed inside the railway vehicle increases, the weight of the railway vehicle becomes heavy and heavy, so it is necessary to calculate the optimal weight considering that the energy required for propulsion increases again. .

The capacity of the energy storage medium 112 (applying kWh, which is the unit of power because it can be considered as the cumulative amount of power that is uniform) is applied to all the station's rapid charging method operating sections, and the interval between moving stations requiring the most energy is The capacity should be selected accordingly.

On the other hand, the capacity of the converter 114 (applying kW, which is a unit of power that is uniform), also needs to select a capacity according to a time point that requires the largest power in consideration of all driving sections.

The capacity of the energy storage medium 112 and the converter 114 may be calculated according to whether the control inverter 122 for propulsion applied to the station rapid charging method railway vehicle is a natural cooling method or a forced air cooling method.

FIG. 2 is a block diagram illustrating a capacity estimating device for estimating the capacity of the on-board energy storage device shown in FIG. 1.

1 and 2, the capacity calculation device of the on-board energy storage device 110 includes an electric vehicle load characteristic curve derivation unit 210, an initial energy storage device capacity selection unit 220, and a mass update It includes a unit 230, a curveless vehicle electric load characteristic curve derivation unit 240, a vehicleless vehicle on-board energy device capacity selection unit 250, a comparison unit 260, and an optimum capacity calculation unit 270. In this embodiment, the capacity estimating device of the onboard energy storage device 110 includes a wireline vehicle electric load characteristic curve derivation unit 210, an initial energy storage device capacity selection unit 220, a mass update unit 230, and a cordless cable It has been described that the vehicle electric load characteristic curve is derived from the 240, the vehicle vehicle energy device capacity selection unit 250, the comparison unit 260 and the optimum capacity calculation unit 270, which is logical for convenience of explanation. But not hardware.

The electric vehicle load characteristic curve deriving unit 210 derives a train electric load characteristic curve according to the operation of all stops on the driving route based on vehicle information, track information, and driving information operated in a conventional oil price line method. Here, the vehicle information includes weight, number of motors, acceleration, deceleration, maximum speed, traction efficiency, braking efficiency, and the like. The track information includes curvature, gradient, station location, and the like. The operation information includes the stop time. In addition, this should lead to the result of operating both the ascending and descending routes.

In the case of the on-board energy storage device 110 that supplies energy to the control inverter 122 for propulsion of the natural cooling method, the initial energy storage device capacity selection unit 220 of the energy storage medium 112 in the characteristic curve of the train electrical load Assuming the initial value of capacity and completing the route operation considering the buffer of the energy storage medium at the station, the largest value according to W*max (initial value-remaining energy storage medium capacity) is the initial energy storage medium capacity (E _opt (0 )), and the largest power size value among propulsive power and regenerative power during movement is stored as the initial converter capacity (P _PCS (0)).

In the case of the on-board energy storage device 110 that supplies energy to the control inverter 122 for the forced air-cooling method, the initial energy storage device capacity selection unit 220 of the energy storage medium 112 in the characteristic curve of the train electrical load Assuming the initial value of the capacity and completing the route operation considering the buffering of the energy storage medium at the station, the largest value is stored in the initial energy according to W* [max (initial value-remaining energy storage medium capacity) + cooling fan driving energy]. It is stored as medium capacity (E _opt (0)), and the largest power size value among the sum of power of propulsion and cooling power and the sum of power of regenerative power and cooling power is stored as initial converter capacity (P _PCS (0)) do.

The mass update unit 230 updates the mass of the energy storage medium 112 and the converter that must be installed inside the railway vehicle in addition to the oil priced railway vehicle as the k-th calculation process.

The electric load characteristic curve-free section 240 of the lineless vehicle has an energy storage medium 112 and a converter in which the converter is installed on a railroad car to provide the same operating performance on the same route as the existing train. Derive the characteristic curve.

In the case of the on-board energy storage device 110 that supplies energy to the control inverter 122 for propulsion of the natural cooling system, the capacity selection unit 250 for the on-board vehicle on-board vehicle runs the up/down route of the railway vehicle on the rapid charging of the station. Completion of the largest value according to W*max(E _opt (k-1)-remaining energy storage medium capacity) (where W is the weighting factor and k is a natural number) calculates the kth computational energy storage medium capacity (E _opt (k)), and the largest power size value among propulsive power, regenerative power, and station charging power while moving is stored as the kth operational converter capacity (P _PCS (k)).

In the case of the on-board energy storage device 110 that supplies energy to the control inverter 122 for forced air-cooled propulsion, the capacity selection unit 250 for the on-vehicle vehicle on-board vehicle runs the up/down route of the railway vehicle at the station rapid charging method Calculate the largest value according to W*[max(E _opt (k-1)-capacity of remaining energy storage medium) + cooling fan drive energy] (where W is the weighting factor and k is the natural number) It is stored as the energy storage medium capacity (E _opt (k)), and the largest power size value among the sum of propulsion power and cooling power, the sum of regenerative power and cooling power, and the sum of charging power and cooling power during moving It is stored as the kth operational converter capacity (P _PCS (k)).

The comparator 260 includes the capacity (E _opt (k)) of the energy storage medium 112 derived from the k-th calculation process and the capacity (E) of the energy storage medium 112 derived from the (k-1)-th calculation process. Compare the difference value of _opt (k-1)) with the reference value to ignore the change due to the additional iteration.

When the difference value is smaller than the reference value, the optimum capacity calculation unit 270 calculates the energy storage medium capacity (E _opt (k)) and the kth calculation converter capacity (P _PCS (k)) derived from the kth calculation process. Is calculated.

3 is a flowchart illustrating a method for calculating a capacity of an on-board energy storage device according to an embodiment of the present invention. In particular, a method for calculating a capacity of an on-board energy storage device for supplying energy to a control inverter 122 for propulsion of a natural cooling method is illustrated.

Referring to FIG. 3, since a reference is required, an electric load characteristic curve for a gas line vehicle according to all stops of a route is derived based on vehicle information, track information, and operation information operated in a oil price line method (step 110 ). Here, the vehicle information includes weight, number of motors, acceleration, deceleration, maximum speed, traction efficiency, braking efficiency, and the like. The track information includes curvature, gradient, station location, and the like. The operation information includes the stop time. In addition, this should lead to the result of operating both the ascending and descending routes.

4 is a graph showing an example of a characteristic curve of a train electric load of an oil-fuel-type railway vehicle operated upward.

Referring to FIG. 4, time information is displayed along the X axis, and power information is displayed along the Y axis. The part with positive power is the part that consumes power according to the acceleration of the railroad car, the part with zero power is the part doing the other, and the part with the negative power is the part with regenerative braking. In order to move between stations, it is possible to perform several accelerations, coasting, and braking.

FIG. 5 is a graph showing the location (distance) of a station as an example in response to a characteristic curve of a train electrical load similar to FIG. 4.

Referring to FIG. 5, it can be seen that the railway train starting from the stationary state at the (k-1)th stop needs to accelerate, so that the highest power (for example, 7,000 kW) is used. After that, it reaches the k-th stop through the process of regenerative braking, low power use, and other banking. It can be seen that the railroad train that reached the k-th station remains stationary and uses the highest power (for example, 7,000 kW) through the acceleration process at departure. Through this process, the initial capacity of the converter can be derived.

Referring back to FIG. 3, assuming the initial value of the capacity of the energy storage medium (for example, 100 kWh), when the route operation is completed, the largest value is initialized according to W*max (initial value-remaining energy storage medium capacity). It is stored as the energy storage medium capacity (E _opt (0)), and is stored as the pre-operation converter capacity (P _PCS (0)) required for the largest power size value of the propulsive power and the regenerative power during movement (step 120). Here, W is a weighting factor for reflecting the maximum discharge degree in consideration of the characteristics of the energy storage medium. For example, if the operating topology is determined such that only 3/4 of the total capacity of the supercapacitor-based energy storage medium is used and no more is used, the inverse W=4 is used to calculate the total capacity of the required supercapacitor-based energy storage medium. /3 must be substituted.

Figure 6a is a graph showing an example of the change in the amount of energy remaining in the energy storage medium when considering the electric load characteristic curve and the energy storage medium buffer at the station of the oil tanker type railroad car running upward; It is a graph showing an example of the electric load characteristic curve and the amount of energy remaining in the energy storage medium for the oil price of the oil price line-type railway vehicle operated in a downward direction.

In each of FIGS. 6A and 6B, the dotted line indicates the amount of energy remaining in the energy storage medium. It is reduced for the movement between stations, and it is repeatedly charged to a certain extent by regenerative braking, and the remaining energy is recharged after stopping the station so that it becomes 100 kWh, the initial value assumed for the energy storage medium again. 4/3*56.54 = 75.4 kWh is stored as the energy storage medium capacity (E _opt (0)) before operation because 56.54 kWh was used for the movement between stations and the most energy was used. In addition, the largest power size value of the propulsion power and regenerative power during movement is 5.49 MW generated between 600 and 700 seconds on the descending route, which is stored as the required pre-operation converter capacity (P _PCS (0)).

Referring back to FIG. 3, the energy storage medium and the converter mass are updated (step S130). That is, since the required energy amount and required electric power according to the route operation of the oil tanker railroad vehicle were calculated through the process of step S110 and step 120, it should be applied to the rapid charging station railway vehicle based on this. To this end, in addition to the general existing oil-fired railroad cars, the weight according to the capacity of the energy storage medium and the converter that must be installed inside the railroad cars must be added. In this case, m _s (k) is the total weight in the kth calculation process, m _veh is the pure vehicle weight, m _psn is the passenger weight, m _PCS (k) is the weight of the converter in the kth calculation process, m _ESP (k) Is the weight of the energy storage medium in the k-th calculation process. The updated equation and process for weight are as follows.

[Equation 1]

That is, the k th calculation process is multiplied by E _opt (k-1), the amount of energy derived from the (k-1) th calculation process of the energy storage medium, and m _uESP [ton/kWh], the weight of the energy storage medium per unit energy capacity. It is possible to find the weight of the energy storage medium in.

[Equation 2]

That is, after dividing the power capacity P _PCS (k-1) derived from the (k-1) th operation process of the converter by P _uPCS per capacity of the converter, apply a Gaussian function of [], add 1, and add to this value. The weight per unit m _uPCS [ton] can be multiplied to obtain the converter weight in the k-th calculation process.

This is a formula for deriving the weight according to which several converters should be applied to reflect this, since the capacity per converter is generally determined. For example, if the capacity per converter is 1000 kW and P _PCS (0) is 5.49 MW = 5490 kW, substituting this into 5490 kW/1000 kW = 5.49, and applying a Gaussian function of [] to this value will result in 5. It is estimated that 6 converters are required by adding 1, and the converter weight per unit is multiplied by 6 converters. The converter weight in the kth calculation process is obtained.

[Equation 3]

The weight of the energy storage medium in the k-th calculation process derived from Equation 1, the converter weight in the k-th calculation process derived from Equation 2, the net vehicle weight, and the passenger weight are added up to give the total weight in the k-th calculation process. Is calculated.

Subsequently, an electric load characteristic curve of a lineless vehicle electric load characteristic of a rapid charging type railway vehicle with an energy storage medium and a converter installed on a railway vehicle is derived to produce the same operating performance on the same route as a conventional oil tanker train (step S140).

FIG. 7 is a graph showing an example of an electric load characteristic curve of an oil tanker type railway vehicle running upward, an amount of energy remaining in an energy storage medium, and an example of a train electric load patent curve of a rapid charging station railway vehicle.

In FIG. 7, the graph indicated by the added double-dashed line may be a characteristic curve of a train electric load of a rapid-stop type railway vehicle. Since only the station is charged, all graphs marked with dashed lines show the charging process at the station. Depending on the charging method, all stations can be charged with the same current or can be charged for the same time. Depending on the charging method, the characteristic curve of the train's electric load on the railway station's rapid charging system varies. The example shown in FIG. 6 is an example of charging at the same time, and the amount of energy required for each movement of the station is different, but the time required for buffering at the station is the same by adjusting the charging current.

Referring to FIG. 3 again, when k is a calculation process starting from 1, when the railway vehicle of the station is rapidly charged and has completed the up/down route operation, W*max (E _opt (k-1)-residual energy storage medium capacity) Accordingly, the largest value is stored as the energy storage medium capacity (E _opt (k)) derived from the kth calculation process, and the largest power size value among the propulsive power, regenerative power, and station charging power during movement is derived from the kth calculation process. It is stored as the converted converter capacity (P _PCS (k)) (step S150). Here, W is a weighting factor for reflecting the maximum discharge degree in consideration of the characteristics of the energy storage medium. The difference from the process of step S120 is that the station charging power has been added. This is because the station is fast-charging type railroad cars, so the candidates are increasing in number compared to the existing oil tankers.

Subsequently, a difference value and a reference value between the capacity of the energy storage medium derived in the k-th calculation process and the capacity of the energy storage medium derived in the (k-1)-th calculation process are compared (step S160). In step S160, if the difference value is greater than the reference value, the additional iterative operation (k=k+1) is performed again. If the difference value is smaller than the reference value, it is determined that the additional iterative operation is meaningless. The capacity value becomes the optimum capacity value.

8 is a flowchart illustrating a method for calculating a capacity of an on-board energy storage device according to another embodiment of the present invention. In particular, a method for calculating a capacity of an on-board energy storage device for supplying energy to a control inverter for forced air cooling is illustrated.

Referring to FIG. 8, most of the processes are the same as in FIG. 3, but only steps S220 and S250 are different. That is, since the cooling fan for cooling the control inverter for propulsion is mostly considered as a constant electric load, it is added to steps S220 and S250 in consideration of a constant.

As described above, according to the present invention, the capacity of an on-board energy storage device including an energy storage medium and a converter is added by optimizing the capacity of an on-board energy storage device in order to operate a station rapid-charging railroad vehicle on the same route as compared to a gas-line electric vehicle. Weight gain can be minimized. By optimizing the capacity of the onboard energy storage device to minimize the additional weight increase, it can contribute to the economic value calculation according to the application of a rapid charging station railway vehicle.

Although described above with reference to examples, those skilled in the art can variously modify and change the present invention without departing from the spirit and scope of the present invention as set forth in the claims below. You will understand.

110: energy storage device 112: energy storage medium
114: converter 122: control inverter for propulsion
124: traction motor 132: cooling fan
134: Inverter for cooling fan
210: derive curve of electric load characteristic of oil tanker
220: initial energy storage capacity selection unit
230: mass update unit
240: deriving the electric load characteristic curve of the overhead vehicle
250: capacity selection unit for the onboard energy device of the overhead vehicle
260: comparison unit 270: optimum capacity calculation

Claims (8)

(i) deriving the electric load characteristic curve of the oil tanker vehicle according to the operation of all the stops of the route based on the vehicle information, track information, and driving information operated by the oil price line method;
(ii) selecting a capacity of an energy storage device for supplying energy to a propulsion control inverter for driving a traction motor of the oil line device from the electric load characteristic curve of the oil line vehicle;
(iii) updating the mass of the energy storage medium and the converter to be installed inside the railway vehicle in addition to the oil priced railway vehicle as the kth (k is a natural number) calculation process;
(iv) deriving an electric load characteristic curve of a lineless vehicle electric load characteristic of a rapid charging type railway vehicle with an energy storage medium and a converter installed on a railway vehicle in order to achieve the same operating performance on the same route as a conventional train;
(v) selecting a capacity of an energy storage device that supplies energy to a propulsion control inverter that drives a traction motor of a wireline device from the electric load characteristic curve of the cable car;
(vi) k the difference between the second calculated capacity of the energy storage medium obtained in step (E _opt (k)) and (k-1) the capacity of the energy storage medium obtained in the second calculation process (E _opt (k-1)) Comparing the value and the change according to the additional iteration with a reference value to be ignored;
(vii) if the difference value in step (vi) is greater than or equal to the reference value, the value of k is increased by 1 and then fed back to step (iii); And
(viii) If the difference value in step (vi) is smaller than the reference value, the optimal capacity is the energy storage medium capacity (E _opt (k)) and the kth operational converter capacity (P _PCS (k)) derived from the kth calculation process. A method for estimating the capacity of an on-board energy storage device considering a natural cooling type propulsion control inverter system, comprising the step of calculating by value. The method of claim 1, wherein the step (ii),
Assume the initial value of the capacity of the energy storage medium in the electric load characteristic curve of the oil tanker vehicle,
When the route operation considering the buffering of the energy storage medium at the station is completed, the largest value is stored as the initial energy storage medium capacity (E _opt (0)) according to W*max (initial value-remaining energy storage medium capacity),
A method for estimating the capacity of an on-board energy storage system considering a natural cooling propulsion control inverter system characterized by storing the largest power size value during propulsion and regenerative power on the move as the initial converter capacity (P _PCS (0)). The method of claim 1, wherein the step (v),
W*max(E _opt (k-1)-remaining energy storage medium capacity) (when W is energy storage) when the railway vehicle in the rapid charging system of the station completes the up/down route operation in the electric load characteristic curve of the cable-free vehicle. Considering the characteristics of the medium, the largest value according to the weighting factor to reflect the maximum discharge degree, k is a natural number) is stored as the kth computational energy storage medium capacity (E _opt (k)),
Of the on-board energy storage system considering the natural cooling propulsion control inverter system, characterized in that the largest power size value of the propulsion power, regenerative power, and station charging power during movement is stored as the kth operation converter capacity (P _PCS (k)). Dose calculation method. The method of claim 1, wherein the step (iii),
(iii-1) E _opt (k-1), the amount of energy derived from the (k-1) th calculation process of the energy storage medium, multiplied by m _uESP [ton/kWh], the weight of the energy storage medium per unit energy capacity, k Calculating the weight of the energy storage medium in the first calculation process;
(iii-2) _Divide the power capacity P _PCS (k-1) derived from the (k-1) th operation process of the converter by the P _uPCS capacity per converter, apply a Gaussian function of [], add 1, and add Calculating a converter weight in the k-th calculation process by multiplying the value by the weight per unit m _uPCS [ton]; And
(iii-3) The total weight in the kth calculation process is calculated by adding the weight of the energy storage medium obtained in step (iii-1), the converter weight obtained in step (iii-2), and the net vehicle weight and passenger weight. A method for calculating a capacity of an onboard energy storage device considering a natural cooling type propulsion control inverter system, comprising the step of (i) deriving the electric load characteristic curve of the oil tanker vehicle according to the operation of all the stops of the route based on the vehicle information, track information, and driving information operated by the oil price line method;
(ii) selecting the capacity of the energy storage device that supplies energy to the control control inverter for driving the traction motor of the oil line device and the cooling fan inverter for driving the cooling fan from the electric load characteristic curve of the oil tanker;
(iii) updating the mass of the energy storage medium and the converter to be installed inside the railway vehicle in addition to the oil priced railway vehicle as the kth (k is a natural number) calculation process;
(iv) deriving an electric load characteristic curve of a lineless vehicle electric load characteristic of a rapid charging type railway vehicle with an energy storage medium and a converter installed on a railway vehicle in order to achieve the same operating performance on the same route as a conventional train;
(v) selecting the capacity of the energy storage device that supplies energy to the control control inverter for driving the traction motor of the cable-free device and the cooling fan inverter for driving the cooling fan from the electric load characteristic curve of the cable-free vehicle;
(vi) k the difference between the second calculated capacity of the energy storage medium obtained in step (E _opt (k)) and (k-1) the capacity of the energy storage medium obtained in the second calculation process (E _opt (k-1)) Comparing the value and the change according to the additional iteration with a reference value to be ignored;
(vii) if the difference value in step (vi) is greater than or equal to the reference value, the value of k is increased by 1 and then fed back to step (iii); And
(viii) If the difference value in step (vi) is smaller than the reference value, the optimal capacity is the energy storage medium capacity (E _opt (k)) and the kth operational converter capacity (P _PCS (k)) derived from the kth calculation process. A method for estimating the capacity of an on-board energy storage device considering a forced air-cooled propulsion control inverter system, comprising calculating the value. The method of claim 5, wherein step (ii),
Assume the initial value of the capacity of the energy storage medium in the electric load characteristic curve of the oil tanker vehicle,
When the route operation considering the buffering of the energy storage medium at the station is completed, the largest value according to W* [max (initial value-remaining energy storage medium capacity) + cooling fan driving energy] is the initial energy storage medium capacity (E _opt ( 0)),
It is characterized by storing the largest power size value among the sum of the propulsion power and cooling power on the move, the sum of the regenerative power and cooling power, and the sum of the charging power of the station and the cooling power as the initial converter capacity (P _PCS (0)). Capacity calculation method for on-board energy storage device. The method of claim 5, wherein step (v),
W*[max(E _opt (k-1)-residual energy storage medium capacity) + cooling fan drive energy] when the railway vehicle in the rapid charging system of the station completes the up/down route operation in the electric load characteristic curve of the cable-free vehicle. (W is the weighting factor for reflecting the maximum discharge degree in consideration of the characteristics of the energy storage medium, k is a natural number), and the largest value is stored as the kth computational energy storage medium capacity (E _opt (k)). ,
To store the largest power size value among the sum of propulsion power and cooling power on the move, the sum of regenerative power and cooling power, and the sum of charging and cooling power of the station as the kth operation converter capacity (P _PCS (k)) Characterized in that the method for estimating the capacity of the on-board energy storage system considering the forced air-cooled propulsion control inverter system. The method of claim 5, wherein step (iii),
(iii-1) E _opt (k-1), the amount of energy derived from the (k-1) th calculation process of the energy storage medium, multiplied by m _uESP [ton/kWh], the weight of the energy storage medium per unit energy capacity, k Calculating the weight of the energy storage medium in the first calculation process;
(iii-2) _Divide the power capacity P _PCS (k-1) derived from the (k-1) th operation process of the converter by the P _uPCS capacity per converter, apply a Gaussian function of [], add 1, and add Calculating a converter weight in the k-th calculation process by multiplying the value by the weight per unit m _uPCS [ton]; And
(iii-3) The total weight in the kth calculation process is calculated by adding the weight of the energy storage medium obtained in step (iii-1), the converter weight obtained in step (iii-2), and the net vehicle weight and passenger weight. Capacity calculation method of the on-board energy storage device considering the forced air-cooled propulsion control inverter system, comprising the step of.

Images