KR20220076843A - Eco-Driving system of electric railway using battery and regenerative energy - Google Patents

Abstract

The present invention relates to eco-driving of a railway vehicle, and more particularly, to an eco-driving system for an electric railway vehicle using a battery and regenerative energy that can reduce the energy of the railway vehicle and extend the life of the battery. To this end, in the eco-driving method of an electric railway vehicle in which regenerative energy is charged to a battery and operated using the output of the battery, the control unit 300 regenerative energy for each section of the route based on the route data of the vehicle 50 . Predicting or actually measuring (S100); Comparing, by the control unit 300, the regenerative energy for each section with a predetermined reference value (S110); designating, by the controller 300, a section exceeding the reference value among sections (S120); and when the vehicle 50 reverses the route, the output sharing adjustment unit 330 increases the share ratio of the battery power in the designated section (S130). An eco-driving method is provided.

Description

Eco-Driving system of electric railway using battery and regenerative energy

The present invention relates to eco-driving of a railway vehicle, and more particularly, to an eco-driving system for an electric railway vehicle using a battery and regenerative energy that can reduce the energy of the railway vehicle and extend the life of the battery.

Recently, more and more energy saving is required for railroads for environmental protection and energy efficiency enhancement. As part of this trend, regenerative braking, which connects the load of a generator with brake braking, is widely used to save energy during train travel. That is, the brake device and the generator are connected to brake as a load of the generator, and the generated power is charged to the battery as regenerative energy. The battery charged in this way is repeatedly charged and discharged by discharging it again to run the train. Eco-driving using such batteries and regenerative energy has good energy recovery efficiency, so the application target is gradually expanding.

However, continuous charging and discharging of the battery and excessive discharging have been a problem of shortening the lifespan of the battery. This increases the replacement cost of the battery, which becomes uneconomical in that the battery replacement cost is greater than the energy cost saved.

Therefore, there is a demand for technology development that can increase the lifespan of the battery while implementing eco-driving more efficiently by breaking away from the battery life limited only to the uniform use of regenerative energy and the service life.

1. Republic of Korea Patent Registration No. 10-2081404 (Energy Saving Driving Assistance System for Railway Vehicles), 2. Republic of Korea Patent Registration No. 10-2081405 (Energy Saving Driving System for Railway Vehicles).

Therefore, the present invention has been devised to solve the above problems, and the first object of the present invention is to predict or measure the amount of regenerative energy for each section or point of a railway line, thereby increasing the output share of battery power when going backwards. It is to provide an eco-driving system for electric railway vehicles using the existing batteries and regenerative energy.

A second object of the present invention is to increase the energy efficiency and maximize the life of the battery by adjusting the output sharing rate of the battery power to be discharged to an intermediate power level lower than usual when powering. It is to provide an eco-driving system.

However, the technical problems to be achieved in the present invention are not limited to the technical problems mentioned above, and other technical problems that are not mentioned are clearly to those of ordinary skill in the art to which the present invention belongs from the description below. can be understood

In order to achieve the above technical task, in the eco-driving method of an electric railway vehicle that is operated by charging regenerative energy to a battery and using the output of the battery, the control unit 300 based on the route data of the vehicle 50 Predicting or actually measuring regenerative energy for each section of the route (S100); Comparing, by the control unit 300, the regenerative energy for each section with a predetermined reference value (S110); designating, by the controller 300, a section exceeding the reference value among sections (S120); and when the vehicle 50 reverses the route, the output sharing adjustment unit 330 increases the share ratio of the battery power in the designated section (S130). An eco-driving method is provided.

In addition, the route data may include speed pattern and slope data for each section.

In addition, the designation step (S120) may be divided into a plurality of grades according to the degree to which the regenerative energy exceeds a reference value.

In addition, in the sharing ratio increasing step ( S130 ), the sharing ratio may increase in proportion to the grade.

In addition, the share ratio is the ratio of the battery power to the total output made up of the sum of the battery power and the overhead power.

In addition, in the share rate increasing step ( S130 ), the share rate may be increased to discharge to an intermediate power level of the battery.

The object of the present invention as described above is another category, in the eco-driving device of the electric railway vehicle that charges the battery with regenerative energy and operates using the output of the battery, on the route on which the electric railway vehicle 50 will operate. a route data unit 320 in which data is stored; an energy metering unit 310 for monitoring electric power according to the operation of the vehicle 50; a control unit 300 for predicting or actually measuring regenerative energy for each section of a route based on route data and monitored power, and comparing it with a predetermined reference value; and an output sharing adjustment unit 330 that adjusts the share rate of battery power in a specific section based on the comparison result of the control unit 300; can be achieved.

In addition, it further includes a railway vehicle information unit 390 in which information about the electric railway vehicle 50 is stored, and the control unit 300 is configured to route based on the route data, the monitored electric power, and the information about the electric railway vehicle 50 . Regeneration energy can be predicted or measured for each section.

In addition, the information about the electric railway vehicle 50 includes at least one of the weight of the electric railway vehicle 50, the specifications of the driving motor, and the specifications of the battery.

In addition, further comprising a communication unit 360 for transmitting data stored in at least one of the route data unit 320, the energy metering unit 310, the control unit 300, and the output sharing adjustment unit 330 to the outside, and the communication unit The transmission of 360 may be performed while the vehicle 50 is in operation or after arriving at the destination station.

According to an embodiment of the present invention, by predicting or actually measuring the amount of regenerative energy for each section or point of a railway line, it is possible to increase the output sharing rate of battery power when going backwards. For this reason, it is possible to minimize the amount of power consumption from the overhead power.

In addition, the lifespan of the battery can be maximized by adjusting the output sharing ratio of the battery power to be discharged to an intermediate power level lower than usual when powering. That is, it is possible to prevent the battery from repeatedly overdischarging and charging, shortening the lifespan and lowering the charging efficiency. For this reason, it is possible to reduce the replacement cost of the battery.

However, the effects obtainable in the present invention are not limited to the above-mentioned effects, and other effects not mentioned will be clearly understood by those of ordinary skill in the art to which the present invention belongs from the following description. will be able

The following drawings attached to this specification illustrate preferred embodiments of the present invention, and serve to further understand the technical spirit of the present invention together with the detailed description of the present invention to be described later. It should not be construed as being limited only to
1 is a conceptual diagram and a graph comparing the amount of regenerative energy for each section in the eco-driving system of an electric railroad vehicle according to an embodiment of the present invention;
Figure 2 is a graph showing the amount of power consumption of the vehicle for each section shown in Figure 1;
3A is a graph showing the power sharing ratio in the forward direction and the adjusted power sharing ratio in the backward direction;
3b is a graph showing the change in the battery power sharing rate according to the grade exceeding the reference value 190;
4 is a schematic configuration diagram of an eco-driving system of an electric railway vehicle using a battery and regenerative energy according to an embodiment of the present invention;
5 is a flowchart illustrating an operation method of the eco-driving system shown in FIG. 4 .

Hereinafter, with reference to the accompanying drawings, embodiments of the present invention will be described in detail so that those of ordinary skill in the art can easily carry out the present invention. However, since the description of the present invention is merely an embodiment for structural or functional description, the scope of the present invention should not be construed as being limited by the embodiment described in the text. That is, since the embodiment may have various changes and may have various forms, it should be understood that the scope of the present invention includes equivalents capable of realizing the technical idea. In addition, since the object or effect presented in the present invention does not mean that a specific embodiment should include all of them or only such effects, it should not be understood that the scope of the present invention is limited thereby.

The meaning of the terms described in the present invention should be understood as follows.

Terms such as “first” and “second” are for distinguishing one component from another, and the scope of rights should not be limited by these terms. For example, a first component may be termed a second component, and similarly, a second component may also be termed a first component. When a component is referred to as “connected” to another component, it may be directly connected to the other component, but it should be understood that another component may exist in between. On the other hand, when it is mentioned that a certain element is "directly connected" to another element, it should be understood that the other element does not exist in the middle. On the other hand, other expressions describing the relationship between elements, that is, "between" and "between" or "neighboring to" and "directly adjacent to", etc., should be interpreted similarly.

The singular expression is to be understood to include the plural expression unless the context clearly dictates otherwise, and terms such as "comprise" or "have" are not intended to refer to the specified feature, number, step, action, component, part or any of them. It is intended to indicate that a combination exists, and it should be understood that it does not preclude the possibility of the existence or addition of one or more other features or numbers, steps, operations, components, parts, or combinations thereof.

All terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which the present invention belongs, unless otherwise defined. Terms defined in general used in the dictionary should be interpreted as having the same meaning in the context of the related art, and cannot be interpreted as having an ideal or excessively formal meaning unless explicitly defined in the present invention.

embodiment composition

Hereinafter, the configuration of the preferred embodiment will be described in detail with reference to the accompanying drawings. First, in the field of railroad vehicles, the eco-driving system refers to a technology of a comprehensive concept including driving support or driving guidance optimization technology in consideration of energy consumption, and management/storage of regenerative energy.

1 is a conceptual diagram and graph showing the amount of regenerative energy for each section in the eco-driving system of an electric railroad vehicle according to an embodiment of the present invention. As shown in FIG. 1 , the electric railway vehicle 50 runs in the forward direction along the first route 100 , and the parallel second route 110 is defined as the retrograde direction.

The first and second lines 100 and 110 are provided with first and second stations 120 and 130, and a point 180 is defined at regular intervals, and the interval between the point 180 and the point 180 is defined as a section. do. For example, between the second station 130 and the first station 120, sections 1, 2, 3, and 4 sections 140, 150, 160, and 170 are defined.

In addition, as shown in FIG. 1 , the amount of regenerative energy corresponds to every 1, 2, 3, and 4 sections 140 , 150 , 160 , 170 , and a reference value 190 is also defined. That is, the regenerative energy 200 may be predicted according to computer simulation or measured through actual driving. The regenerative energy 200 for each section may be determined as an average value within the section. In FIG. 1, the sections are divided into 4 sections, but depending on the design specification, sections can be subdivided and defined within the range of 2 to 50 sections.

FIG. 2 is a graph showing power consumption of a vehicle for each section shown in FIG. 1 . As shown in FIG. 2 , the total power 230 is the sum of the battery power 210 and the overhead power 220 . The battery power 210 represents power that is charged and then discharged from the regenerative energy 200 , and the overhead power 220 represents power applied from the outside through the power line. The total power 230 includes all power required for driving and operation of the vehicle 50 . As shown in FIG. 2 , since the slope and speed profile are different for each section 140 , 150 , 160 , and 170 , the total power 230 may be different for each section 140 , 150 , 160 , 170 . And, the ratio of the battery power 210 among the total power 230 becomes the output sharing ratio. The output sharing rate may be uniformly adjusted over all sections, or may be set to a different value for each section.

3A is a graph showing the power sharing ratio in the forward direction and the adjusted power sharing ratio in the backward direction. As shown in FIG. 3A , for example, in the second section 150 , the power sharing ratio of the vehicle may be adjusted in the retrograde direction in the traveling direction. That is, by increasing the output specific gravity of the battery in the retrograde direction, more power is discharged and the overhead power 220 can be reduced.

3B is a graph illustrating a change in a battery power sharing ratio according to a grade exceeding a reference value 190 . As shown in FIG. 3B , the regenerative energy 200 may be classified into 1 to 7 grades according to the extent to which the regenerative energy 200 exceeds the reference value 190 . For example, if it exceeds 10% of the reference value 190, it may be grade 1, if it exceeds the range of 10% to 20%, it may be grade 2, ..., if it exceeds the range of 60% to 70%, it may be grade 7. Classes can be further subdivided or divided into larger categories as needed. As shown in FIG. 3B , it may be configured to increase the power sharing ratio of the battery according to the determined grade. For example, in case of level 4, the power sharing rate can be adjusted to 40%. The slope of the straight line in FIG. 3B may vary, and may also be defined as a curve such as a quadratic function curve, an S-curve, and a sine wave.

4 is a schematic configuration diagram of an eco-driving system of an electric railway vehicle using a battery and regenerative energy according to an embodiment of the present invention. As shown in FIG. 4 , the energy metering unit 310 monitors power consumption according to the operation of the vehicle 50 , and transmits the monitoring result data to the control unit 300 .

The route data unit 320 stores data related to the route on which the electric railway vehicle 50 will operate. Specifically, it may include speed pattern and slope data for each route and each section.

The output sharing adjustment unit 330 is connected to the control unit 300 , and is configured to be connected to the battery power control unit 340 and the wire power control unit 350 , respectively. The output sharing adjustment unit 330 adjusts the sharing ratio of battery power in a specific section based on the comparison result of the control unit 300 . The battery power control unit 340 supplies power necessary for driving by discharging the battery according to the command of the output sharing adjustment unit 330 . The overhead wire power control unit 350 receives the overhead wire power 220 according to the command of the output sharing adjustment unit 330 and supplies power necessary for operation.

The control unit 300 may be a CPU or MICOM in a configuration that predicts or actually measures the regenerative energy for each section of a route based on the route data unit 320 and the energy metering unit 310 and compares it with a predetermined reference value.

The communication unit 360 transmits data stored in the route data unit 320 , the energy metering unit 310 , the control unit 300 , and the output sharing adjustment unit 330 to the outside, and receives commands or data from the outside. Communication of the communication unit 360 may be performed while the vehicle 50 is in operation or after arriving at a destination station.

The communication unit 360 may include a train-only communication network, a cellular module, a Wifi module, a BT module, a GPS module, an NFC module, and a radio frequency (RF) module. The communication unit 360 may provide a voice call, a video call, a text service, or data communication through a communication network (eg, LTE, LTE-A, CDMA, WCDMA, UMTS, WiBro, or GSM).

The storage unit 370 stores various data (eg, driving record, speed, regenerative energy, grade, etc.) generated during driving. The storage unit 370 is a computer-readable recording medium, and includes a magnetic medium such as a hard disk, a floppy disk, and a magnetic tape, a compact disc read only memory (CD-ROM), and a digital versatile disc (DVD). optical recording media such as optical media, magneto-optical media such as optical disks, and ROM (Read Only Memory), RAM (Random Access Memory), flash memory, Hardware devices specifically configured to store and perform program instructions (eg, programming modules), such as SSDs, may be included.

The display 380 may be provided to the driver and displays various information (eg, speed, route, section, grade, energy monitoring, etc.) and a situation. The display 380 may be an LCD, an OLED, or the like, and may include an input device of a touch screen.

The railway vehicle information unit 390 stores information about the electric railway vehicle 50 . An example of the information on the electric railway vehicle 50 may be a year model, an empty vehicle weight, a maximum weight, an output, specifications of a driving motor, the number of vehicles, a model name, specifications of a battery, and the like.

The driving record unit 400 records speed, acceleration, location, vehicle state, communication content, energy metering, regenerative energy, grade, battery state, temperature, etc. according to the operation of the vehicle 50 .

embodiment movement

Hereinafter, the operation of the preferred embodiment will be described in detail with reference to the accompanying drawings. 5 is a flowchart illustrating an operation method of the eco-driving system shown in FIG. 4 . As shown in FIG. 5 , first, the control unit 300 predicts or actually measures the regenerative energy for each section of the route based on the route data of the vehicle 50 ( S100 ). Prediction may be made through simulation, and actual measurement may be made through test driving.

Next, as shown in FIG. 1 , the regenerative energy 200 for each section is compared with a predetermined reference value 190 ( S110 ). For example, in sections 1, 3, and 4 (140, 160, 170), the regenerative energy 200 is less than the reference value 190, and in the second section 150, exceeds the reference value (190).

Next, the controller 300 designates a section (eg, the second section 150) exceeding the reference value among sections, and determines a grade according to the degree of excess (S120). The designated section information and grade are stored in the storage unit 370 .

Thereafter, when the vehicle 50 passes the second section 150 while going retrograde on the second route 110 , the output sharing adjustment unit 330 increases the share ratio of battery power ( S130 ). That is, in the sharing rate increasing step ( S130 ), the sharing rate is increased to the maximum so that the battery is discharged to an intermediate power level according to the grade or regardless of the grade. Due to this, the battery can receive a minimum load shock due to charging and discharging, and can maintain a maximum lifespan.

The battery power control unit 3400 and the overhead power control unit 350 each share to generate the total electric power 230, and the vehicle is operated with the total electric power 230 (S140).

The driving information of the vehicle may be transmitted in real time while the vehicle is driving through the communication unit 360 . Alternatively, when the vehicle arrives at the destination station, it may be transmitted collectively through the communication unit 360 .

The detailed description of the preferred embodiments of the present invention disclosed as described above is provided to enable any person skilled in the art to make and practice the present invention. Although the above has been described with reference to preferred embodiments of the present invention, it will be understood by those skilled in the art that various modifications and changes can be made to the present invention without departing from the scope of the present invention. For example, those skilled in the art can use each configuration described in the above-described embodiments in a way in combination with each other. Accordingly, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

The present invention may be embodied in other specific forms without departing from the spirit and essential characteristics of the present invention. Accordingly, the above detailed description should not be construed as restrictive in all respects but as exemplary. The scope of the present invention should be determined by a reasonable interpretation of the appended claims, and all modifications within the equivalent scope of the present invention are included in the scope of the present invention. The present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein. In addition, claims that are not explicitly cited in the claims may be combined to form an embodiment, or may be included as new claims by amendment after filing.

50: vehicle,
100: first route,
110: second route,
120: first station,
130: second station,
140, 150, 160, 170: 1st, 2nd, 3rd, 4th section,
180: branch,
190: reference value,
200: regenerative energy
210: battery power,
210a: adjusted battery power;
220: wire power,
220a: regulated overhead power,
230: total power,
300: control unit;
310: energy metering unit,
320: route data unit,
330: output sharing adjustment unit,
340: battery power control unit,
350: wire power control unit,
360: communication department;
370: storage;
380: display;
390: Railroad Vehicle Information Department,
400: driving record.

Claims (14)

In the eco-driving method of an electric rail vehicle that charges regenerative energy into a battery and operates using the output of the battery,
Predicting or actually measuring, by the control unit 300, the regenerative energy for each section of a route based on the route data of the vehicle 50 (S100);
Comparing, by the control unit 300, the regenerative energy for each section with a predetermined reference value (S110);
designating, by the control unit 300, a section exceeding the reference value among the sections (S120); and
When the vehicle 50 reverses the route, the output sharing adjustment unit 330 increases the share of battery power in the designated section (S130). Electric railway using a battery and regenerative energy, comprising: How to eco-drive a vehicle. The method of claim 1,
The route data is an eco-driving method of an electric railway vehicle using a battery and regenerative energy, characterized in that it includes speed pattern and slope data for each section. The method of claim 1,
In the designation step (S120), the eco-driving method of an electric rail vehicle using a battery and regenerative energy, characterized in that the regenerative energy is divided into a plurality of classes according to the degree to which it exceeds the reference value. 4. The method of claim 3,
The eco-driving method of an electric rail vehicle using a battery and regenerative energy, characterized in that in the step of increasing the sharing ratio (S130), the sharing ratio increases in proportion to the grade. The method of claim 1,
The eco-driving method of an electric rail vehicle using a battery and regenerative energy, characterized in that the share ratio is a ratio of the battery power among the total output made up of the sum of the battery power and the power line power. The method of claim 1,
The eco-driving method of an electric rail vehicle using a battery and regenerative energy, characterized in that in the step of increasing the sharing ratio (S130), the sharing ratio is increased to discharge to an intermediate power level of the battery. In the eco-driving device of an electric railway vehicle that charges regenerative energy in a battery and operates using the output of the battery,
a route data unit 320 in which data on a route on which the electric railway vehicle 50 is to be operated is stored;
an energy metering unit 310 for monitoring power according to the operation of the vehicle 50;
a control unit 300 for predicting or actually measuring regenerative energy for each section of a route based on the route data and the monitored power and comparing it with a predetermined reference value; and
and an output sharing adjustment unit (330) that adjusts the share ratio of battery power in a specific section based on the comparison result of the control unit (300). 8. The method of claim 7,
The route data is an eco-driving device for an electric railway vehicle using a battery and regenerative energy, characterized in that it includes speed pattern and slope data for each section. 8. The method of claim 7,
The control unit 300 divides the regenerative energy into a plurality of grades according to the degree to which it exceeds the reference value,
The output sharing adjustment unit 300 increases the sharing ratio in proportion to the grade. 8. The method of claim 7,
The sharing ratio is an eco-driving device for an electric rail vehicle using a battery and regenerative energy, characterized in that the battery power occupies the total output made up of the sum of the battery power and the power line power. 8. The method of claim 7,
The eco-driving device for an electric rail vehicle using a battery and regenerative energy, characterized in that the sharing rate is increased to discharge to an intermediate power level of the battery. 8. The method of claim 7,
It further includes a railway vehicle information unit 390 in which information about the electric railway vehicle 50 is stored, and
Electricity using a battery and regenerative energy, characterized in that the control unit 300 predicts or actually measures regenerative energy for each section of a route based on the route data, the monitored power, and information about the electric railway vehicle 50 Eco-driving device for railway vehicles. 13. The method of claim 12,
The information on the electric railway vehicle (50) includes at least one of the weight of the electric railway vehicle (50), the specifications of the driving motor, and the specifications of the battery. eco-driving device. 8. The method of claim 7,
Further comprising a communication unit 360 for transmitting data stored in at least one of the route data unit 320, the energy metering unit 310, the control unit 300, and the output sharing adjustment unit 330 to the outside, and
The transmission of the communication unit (360) is an eco-driving device for an electric railway vehicle using a battery and regenerative energy, characterized in that the transmission is performed during operation of the vehicle (50) or after arriving at a terminal station.

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