WO2020049773A1 - Véhicule ferroviaire - Google Patents

Véhicule ferroviaire Download PDF

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Publication number
WO2020049773A1
WO2020049773A1 PCT/JP2019/009594 JP2019009594W WO2020049773A1 WO 2020049773 A1 WO2020049773 A1 WO 2020049773A1 JP 2019009594 W JP2019009594 W JP 2019009594W WO 2020049773 A1 WO2020049773 A1 WO 2020049773A1
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WO
WIPO (PCT)
Prior art keywords
power storage
power
storage device
railway vehicle
storage battery
Prior art date
Application number
PCT/JP2019/009594
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English (en)
Japanese (ja)
Inventor
基巳 嶋田
貴志 金子
Original Assignee
株式会社日立製作所
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Application filed by 株式会社日立製作所 filed Critical 株式会社日立製作所
Priority to JP2020540998A priority Critical patent/JP7198284B2/ja
Publication of WO2020049773A1 publication Critical patent/WO2020049773A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B60L9/16—Electric propulsion with power supply external to the vehicle using ac induction motors
    • B60L9/18—Electric propulsion with power supply external to the vehicle using ac induction motors fed from dc supply lines
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the present invention relates to a railway vehicle that supplies energy using an onboard storage battery.
  • a train equipped with a power storage device has a starting station and an end station, and sometimes some intermediate stations even in non-electrified sections where ground equipment such as overhead lines and substations are not installed. It is possible to travel in the section by providing a charging facility only at a station and charging a storage battery for each charging facility. Even for electrified routes, trains equipped with onboard power storage devices can be introduced, and for infrequently operated routes such as branch lines, ground equipment such as overhead lines and substations can be abolished, and maintenance costs can be reduced.
  • the need for introducing a power storage device is increasing because the vehicle can travel a certain distance in order to avoid getting stuck in a section where it is difficult for passengers to evacuate, such as on a bridge or in a tunnel.
  • Japanese Unexamined Patent Application Publication No. 2009-183079 discloses a “railroad vehicle driving device” that includes a power collection device and a chargeable / dischargeable power storage device 7. Running of the railway vehicle in the abnormal state is performed only by the power storage device. Further, in the above publication, in a normal state, control is performed such that the amount of power stored in the power storage device is larger than a threshold, and in an abnormal state, the amount of power stored in the power storage device is allowed to be smaller than the threshold.
  • a railway vehicle drive device that controls so as to increase or decrease according to both or one of vehicle conditions is described.
  • an object of the present invention is to provide a new storage battery management method useful for long-term operation of a storage battery and a railway vehicle employing the same.
  • the present invention can take various embodiments, and an example of the railway vehicle is a railway vehicle having a “main conversion device, an electric motor connected to the main conversion device, and a secondary motor connectable to the main conversion device.
  • a railway vehicle including at least a battery-type power storage device, including a control device that controls a power storage rate of the power storage device based on a time elapsed from the start of use of the power storage device.
  • FIG. 1 shows a schematic configuration of a railway vehicle system according to an embodiment of the present invention.
  • 1 shows a schematic configuration of a drive system.
  • 1 shows a schematic configuration of a storage battery control unit.
  • the basic concept of the proposed power storage rate management method will be described. An outline of processing when the proposed storage battery management method is implemented will be described. The relationship between the power storage rate and the capacity retention rate in the proposed storage battery management method is shown. The relationship between the storage capacity and the storage rate at the beginning of use in the proposed storage battery management method is shown. The relationship between the storage capacity at the end of use and the storage rate in the proposed storage battery management method is shown. The relationship between the target value of the storage rate and the reference time in the proposed storage battery management method is shown.
  • 7 shows the relationship between the storage capacity and the storage rate at the beginning of use in a comparative example. 7 shows the relationship between the storage capacity and the storage rate at the end of use in a comparative example.
  • 5 shows a schematic configuration of a railway vehicle system according to another embodiment of the present invention. 9 shows a schematic configuration of a modification of the drive system.
  • the present invention relates to a method for managing a storage battery used for traveling of a railway vehicle, and provides a railway vehicle equipped with a storage battery managed by the present method.
  • the storage batteries to be managed include lead storage batteries, lithium ion secondary batteries, nickel-metal hydride storage batteries, nickel-cadmium storage batteries, silver oxide-zinc storage batteries, and the like, and include other chargeable and dischargeable chemical batteries.
  • the storage battery managed by this method is configured to be connectable to the main motor, and the type of the main motor may be either an AC motor or a DC motor.
  • the present invention may be applied to an electric diesel vehicle equipped with an internal combustion engine and running with electric power generated by the internal combustion engine.
  • the present invention can be applied not only to a passenger train but also to a freight train, and is applicable to a transport device configured to be able to travel on a track, in which a storage battery can be used for traveling.
  • embodiments of the present invention will be described with reference to the drawings. The embodiments described below are examples relating to the application of the present invention, and the invention is not limited to these examples. All or some of the embodiments can be exchanged and combined according to the conditions of the application target. Further, it is possible to appropriately change, combine, or omit the types of components to be adopted.
  • FIG. 1 shows a schematic configuration of a railway vehicle drive system according to an embodiment of the present invention.
  • This railway vehicle is a so-called AC train, and the vehicle travels by applying a driving force generated from an AC rotating machine to a mechanical drive device.
  • the basic configuration of a railway vehicle is the vehicles 1a and 1b. These are vehicles constituting a train set, or a part thereof.
  • the vehicles 1a and 1b are connected by an inter-vehicle coupler 6, and each vehicle has a bogie.
  • the trolley 2a (also the trolley 2b) has wheel sets 3a and 3b. Wheels are fixed to the respective wheel sets and run on rail surfaces.
  • the vehicle 1b also has a trolley 2c and a trolley 2d, and is supported on rail surfaces by wheel sets 3e, 3f, 3g, and 3h, which are parts of the respective trolleys.
  • each vehicle is supported by the bogie from the rail surface, and at least one of the vehicles has a drive system, and power is transmitted from the drive system to the bogie, thereby realizing the running of the train formation.
  • the vehicle 1a is a driven vehicle having a drive system
  • the vehicle 1b is an accompanying vehicle without a drive system.
  • the drive system mounted on the vehicle 1a includes a current collector 5, a transformer 7 (Transformer), a main converter 8 (Traction @ Converter), an electric motor 17, a power storage device 9 (Traction @ Battery), and an integrated control device 11 (Control @ Unit).
  • An auxiliary power supply device 10 (APS (Auxiliary equipment) Power Supplier) is provided in parallel with the power storage device 9 for the main converter 8 as a main power utilization device not included in the drive system.
  • This converts the AC power Pd1 of the main converter 8 into AC power Pa3 having a constant voltage and a constant frequency (CVCF), and supplies the power to a vehicle accessory 19 representing a lighting and an air conditioning system in the vehicle.
  • the drive system does not need to be mounted on one vehicle in a concentrated manner, and may be provided separately on any vehicle (including one cab of both cabs) in the formation.
  • the general control device 11 has at least one CPU, a storage device communicable with the CPU, and an input / output interface, and generates a control command.
  • the states of the controlled devices are obtained via an input interface, and control commands for them are output via an output interface.
  • These interfaces specifically include a PCI bus, a DI / DO interface connected thereto, a signal cable, and a relay.
  • the arithmetic function adopts a logic circuit such as an ASIC, an FPGA, a PLD, and a PLC in addition to the CPU, and includes implementation by these.
  • the first drive mode by the first drive system that converts electric power into drive power is determined as follows.
  • the AC power Pa0 is supplied from the overhead line 4 to the transformer 7 via the current collector 5.
  • the transformer 7 converts the voltage Va0 of the AC power Pa0 into the AC power Pa1 of the lower voltage Va1, and supplies the AC power Pa1 to the main converter 8.
  • the main conversion device 8 includes a converter device 14 and an inverter device 15, and the converter device 14 converts the AC power Pa1 into the DC power Pd1 and controls the power to be a predetermined voltage Vd1.
  • Inverter device 15 is a VVVF inverter that variably controls voltage and frequency, converts DC power Pd1 to AC power Pa2, inputs the same to electric motor 17, and controls the torque.
  • the torque of the electric motor 17 is transmitted as a rotational torque to all or any of the wheel sets 3a, 3b, 3c, and 3d to rotate wheels fixed to the wheel set.
  • a tread force acts between the rotating wheel and the rail surface, and the vehicle 1a accelerates or decelerates due to the tread force.
  • the inverter device 15 is controlled by the inverter control unit 22 and generates a torque current command for generating a drive torque of the electric motor 17 for accelerating or decelerating the vehicles 1a and 1b according to a command from the general control unit 20. More specifically, constant current control is performed so that the torque current calculated based on the motor currents Imu, Imv, Imw detected by the AC current detector 18 follows the torque current command, and the switching of the inverter device 15 is performed based on the output. A PWM pulse for operating the circuit is generated and input to the inverter device 15.
  • the storage battery control unit 23 restricts charging / discharging (input / output) of the storage means by turning on / off the storage power circuit breaker 23c in response to a command from the overall control unit 20, and also stores state information (power storage rate) from the storage means. : SOC, storage battery temperature Tb, etc.) and transmit them to the overall control unit 20.
  • the overall control unit 20 Based on the voltage Vbat of the power storage device 9, the overall control unit 20 generates a voltage command Vbd larger than Vbat by ⁇ Vbat when charging the power storage device 9, and a voltage command ⁇ bbat smaller than Vbat by ⁇ Vbat when discharging the power storage device 9.
  • the command Vbd is calculated.
  • the magnitude of the charge / discharge current generated for ⁇ Vbat is determined by the internal resistance value of power storage device 9.
  • the SOC is managed so as to match the target power storage value: SOC (t) by adjusting the charge / discharge power Pbat of the power storage device 9.
  • the storage rate target value: SOC (t) is determined based on the elapsed time from the start of use of the power storage device 9 and the battery temperature Tb of the power storage device 9.
  • the elapsed time from the start of use of the power storage device 9 can be obtained by integrating the time from the start of use of the power storage device 9 by the timer 20b provided in the overall control unit 20, but for simplicity, the elapsed time from the start of use
  • the time value may be entered manually.
  • the storage battery temperature Tb of the power storage device 9 can be detected as state information from the power storage device 9, but an average temperature in an environment where the power storage device 9 is used may be stored in advance.
  • the second drive mode by the second drive system that converts electric power into drive power is determined as follows.
  • the second drive system realizes traveling only by the power storage device 9, and the power storage device 9 supplies power to the main converter 8 (more specifically, the inverter device 15 of the main converter 8).
  • the main converter 8 more specifically, the inverter device 15 of the main converter 8.
  • the same device configuration as that of the first system is adopted, and a tread force is generated using these components.
  • the power storage device 9 in the second drive system includes, for example, a lithium-ion type storage battery 9a that stores power, and includes a storage power breaker 23c and a storage power breaker 23c that limit charging and discharging (input and output) of storage power.
  • a power storage controller 23a for controlling is provided.
  • the power storage controller 23a has a function of monitoring the state of the storage battery 9a, and the monitoring targets are, for example, the voltage between the terminals of the storage battery 9a, the internal resistance of the storage battery 9a, the surface temperature of the storage battery 9a or the cell internal temperature (so-called storage battery temperature), and the storage battery 9a. And the surrounding environmental temperature.
  • FIG. 2B shows an example in which a thermometer 23b for measuring the surface temperature of the storage battery 9a is provided.
  • the state of charge / discharge by power storage device 9 is determined based on a comparison between voltage Vd1 of DC power Pd1 of main converter 8 and voltage Vbat of power storage device 9.
  • the storage controller 23a operates the storage power breaker 23c to disconnect the storage battery 9a from the main converter 8.
  • the charge / discharge control is performed as follows. First, the voltage Vd1 is obtained based on the measurement or estimation of the voltage applied to the power bus connecting the converter device 14 and the inverter device 15 in the main converter 8. Note that voltage Vd1 may be estimated based on control data of converter device 14 or inverter device 15.
  • Voltage Vbat is obtained by measuring a voltage between terminals in power storage device 9 or employing an estimated value based on a relationship between SOC (SOC: State Of Charge) and a discharge voltage obtained in advance by a discharge test or the like. You.
  • the main converter 8 When the main converter 8 is operated such that the voltage Vbat becomes lower than the voltage Vd1 with respect to the voltage Vd1 and the voltage Vbat obtained in this manner, the storage battery 9a is charged, and conversely, the voltage Vbat becomes higher than the voltage Vd1. With such control, the discharge by the power storage device 9 is performed.
  • the general control device 11 calculates a voltage command Vbd which is larger than the voltage Vbat by ⁇ Vbat when charging the power storage device 9 in a normal state, and a voltage command Vbd which is smaller by ⁇ Vbat than Vbat when discharging the power storage device 9. I do. Subsequently, the overall control device 11 outputs the calculated voltage command Vbd to the main converter 8, and the main converter 8 follows the voltage Vd1 to the voltage command Vdb. At this time, the magnitude of the charging / discharging current generated with respect to ⁇ Vbat is determined by the internal resistance value of power storage device 9.
  • the converter device 14 included in the main converter 8 plays a central role in the voltage tracking control.
  • the operation of the converter device 14 of the present embodiment is controlled by the converter control unit 21 which is a higher-level device.
  • the converter control unit 21 is connected to the AC voltage detector 12, the AC current detector 13, the DC voltage detector 51, and the DC current detector 52, and controls the operation of the converter device 14 based on the measurement result by these measuring means. . Specifically, based on the AC voltage Va0 collected by the AC voltage detector 12 and the AC current Ia1 collected by the AC current detector 13, the DC voltage Vd1 is controlled so as to follow the voltage command Vbd, and the SOC Is managed so as to match the power storage rate target value (SOC (t)).
  • DC power supplied to inverter device 15 is determined.
  • the general control device 11 supplies power to the inverter device 15 by operating the converter device 14 so that the DC power is input.
  • the charge rate target value (hereinafter referred to as SOC (t)) is appropriately adjusted, and the charge rate is maintained at a value equal to or close to SOC (t) by charge / discharge control in normal times.
  • the adjustment of the SOC (t) can be performed using at least elapsed time information from the start of use of the power storage device 9 to the present (hereinafter, referred to as elapsed time), and further using the storage battery temperature (Tb) of the power storage device 9. preferable.
  • Each piece of information may be provided with a device to be automatically collected in the overall control unit 20, the storage battery control unit 23, or the power storage device 9, or may be configured to be manually input.
  • FIG. 2B shows an example in which information is automatically collected.
  • the elapsed time from the start of using the power storage device 9 is obtained by the general control unit 20 which is a part of the general control device 11.
  • the overall control unit 20 has a timer 20b and can accumulate the elapsed time from the start of using the power storage device 9.
  • a method of accumulating time for example, any one of a day unit, a week unit, and a month unit may be adopted, or counting may be performed in an arbitrarily set unit.
  • the timer 20b a configuration may be adopted in which the elapsed time from the start of use is manually input, or the power storage device 9 may include the timer 20b.
  • the power storage device 9 has a storage unit in which its own manufacturing date is registered, a timer 20b that operates using the stored power, and outputs the time elapsed from the manufacturing date to the outside. May be configured. In this case, it is more desirable that power storage device 9 has an output interface relating to the elapsed time, and that storage battery control unit 23 has an input interface that can be connected to the output interface.
  • the storage battery temperature Tb of the power storage device 9 is configured such that a signal is input from the thermometer 23b to the storage controller 23a of the storage battery control unit 23, and is determined based on the acquired signal. If there is no temperature measurement function, the average temperature in the environment where the power storage device 9 is used may be stored in advance and replaced. In particular, for railway vehicles, the routes to be operated are limited to some extent, so that temperature information around the operation routes can also be acquired based on past weather data published by the Internet or public institutions.
  • the storage battery control unit 23 acquires this information from the time when communication with the power storage device 9 becomes possible, that is, from the time when the operation of the power storage device 9 is started, and starts managing the power storage device 9 illustrated in FIG. .
  • FIG. 3 is a diagram showing a change in the capacity retention rate of the storage battery 9a and a change in the power storage rate according to the change.
  • T0 indicates the time point at which the use of the power storage device 9 is started
  • the vertical axis indicates the capacity retention rate of the power storage device 9.
  • the capacity retention ratio is a capacity ratio that relatively represents the storage capacity at each time point when the storage capacity at the start of use is set to 100.
  • the storage battery control unit 23 sets the SOC (t) to 50% in the section from T0 to T1, to 60% in the section from T1 to T2, to 70% in the section from T2 to T3, ⁇ Maintain 80% in the section of T4.
  • the storage battery control unit 23 controls the power storage device 9 based on the memory 20c in which the SOC (t) and the reference time information for updating the SOC (t) are registered. It has an arithmetic unit 20a that outputs the SOC.
  • the setting of the reference time may be arbitrarily determined. For example, if the operation period of the power storage device 9 is 16 years, each section may be 4 years. Alternatively, instead of equal intervals, T0 ⁇ T1 may be set to 7 years, T1 ⁇ T2 to 5 years, T2 ⁇ T3 to 3 years, and T3 ⁇ T4 to 1 year.
  • the ⁇ SOC (t) update process is executed by, for example, the process steps shown in FIG.
  • the storage battery control unit 23 operates a timer (Step # 1).
  • the general control unit 20 calls the reference time (T1) closest to the present time from the reference times registered in the memory 20c, and holds it as a reference time to be queried (inquiry reference time) (Step # 2). If the reference time is held as a serial value and the timer is implemented by a periodic count value of the clock signal, the serial value is set as the reference time.
  • the overall control unit 20 may store the operation start time of the power storage device 9 and calculate the difference from the present time to obtain the operation period as appropriate.
  • the use start time may be the date of manufacture of the storage battery 9a instead of the time when the operation of the power storage device 9 is started.
  • the arithmetic unit 20a periodically acquires a value (timer value) from the timer 20b and compares the timer value with an inquiry reference time (Step # 3). As a result of the comparison, when the timer value matches or exceeds the inquiry reference time, the SOC (T1) corresponding to the inquiry reference time is read (Step # 4). Arithmetic device 20a transmits SOC (T1) information to general control unit 20 (Step # 4). At this time, the current value of the storage rate is also transmitted to the overall control unit 20. The current value of the power storage rate is obtained using the voltage between terminals of the storage battery 9a or an existing estimation algorithm.
  • the overall control unit 20 compares the SOC (T1) received from the storage battery control unit 23 with the latest power storage rate information (Step # 5), and when the SOC (T1) is larger than the latest SOC, the integrated control unit 20 The charge control is executed (Step # 6). Conversely, if SOC (T1) is smaller than the latest SOC, it is assumed that SOC (T1) matches the latest SOC by natural discharge, and the SOC (t) updating process itself ends. If power can be sent to the overhead wire or used for traveling, discharging may be performed from the power storage device 9 toward the power line. The comparison operation may be performed by the storage battery control unit 23.
  • the general control unit 20 updates the inquiry reference time. Specifically, with respect to the inquiry reference time set immediately before, the nearest future reference time is read from the memory and held as a new inquiry reference time (Step # 8). For a reference time which has already been used, data is deleted or a flag indicating that setting is impossible is assigned so that the reference time is not accidentally set again.
  • the SOC (t) and the reference time may be newly set only when they are larger than the current set value. By doing so, it is possible to suppress the possibility that a low SOC (t) is erroneously set and falls below the required power storage amount.
  • the charging control process may be performed by the vehicle, and the other processes may be performed by a management device provided separately from the vehicle.
  • the management device is provided with a database that stores information on the identification information of the power storage device 9, the start time of use, and information on the line section in which the vehicle on which the power storage device 9 is mounted is operated.
  • the SOC (t) update command is notified by communication or the like.
  • FIG. 5 is a characteristic diagram showing a general change in the capacity maintenance rate of the storage battery with respect to the elapsed time when the storage rate of the storage battery is maintained constant.
  • FIG. 5 shows the change in the capacity retention ratio from T0 to T4 when the SOC is maintained at 50%, 60%, 70%, and 80%.
  • T0 initial state
  • T3 capacity maintenance rate
  • the capacity maintenance rate increases. Shows a tendency to decrease.
  • lowering the SOC means limiting the amount of power that can be used. Therefore, in a state where the capacity maintenance rate has been reduced over time, if the power storage rate is lowered, it may be impossible to secure a required power storage amount.
  • the power storage device 9 set the SOC (t) to be as small as possible in the early stage of operation and change the SOC (t) according to the elapsed time within a range in which the required power storage amount is secured. . (See the dotted line in Figure 5.)
  • the SOC (t) gradually increases to 50%, 60%, 70%, and 80%. increase.
  • the change of the capacity retention ratio in each section of T0 ⁇ T1, T1 ⁇ T2, T2 ⁇ T3, T3 ⁇ T4 is equivalent to the change of the capacity retention ratio in the corresponding SOC in FIG.
  • the capacity retention rate of the storage battery over time shown in FIG. 5 shows different characteristics depending on the temperature of the storage battery in addition to the power storage rate.
  • a lithium ion storage battery has a characteristic that the higher the storage rate and the higher the ambient temperature, the more easily the storage battery deteriorates (that is, the lower the capacity retention rate).
  • the SOC 50% and the ambient temperature is 25 ° C. Often designed to minimize degradation.
  • the battery control is performed such that SOC (t) is sequentially changed in accordance with the temperature of the storage battery at that time, or SOC (t) is corrected in accordance with a long-term trend of temperature change (for example, seasonal variation).
  • the unit 23 may be configured.
  • the upper limit value S1 of the storage rate and the lower limit value S2 of the storage rate (hereinafter referred to as the upper limit value S1 and the lower limit value S2). Use).
  • FIG. 6 (a) and 6 (b) show the relationship between the capacity retention rate of the storage battery and the range of the power storage rate that is allowed to be used, and FIG. 6 (a) shows the relationship at the start of use of the power storage device 9 (T0).
  • FIG. 6B shows a relationship at the end of use, for example.
  • the portion corresponding to the region R is the capacity that has disappeared with respect to the storage capacity in the early stage of operation.
  • the storage battery control unit 23 sets a management upper limit value S1 and a management lower limit value S2 for the SOC.
  • These management upper limit value S1 and management lower limit value S2 are based on the safety and soundness of the storage battery and the amount of discharge power E1 (hereinafter referred to as power E1) required for running vehicles 1a and 1b over a predetermined distance or section. Is determined based on
  • the management upper limit S1 is set as a value obtained by taking a margin from an SOC area (for example, 90% or more) whose use is not recommended from the viewpoint of soundness and safety of the storage battery, based on the SOC of 100%. .
  • the SOC since the SOC is maintained higher than the initial state at the end of use, deterioration may be promoted even at room temperature, and it is desirable to set the management upper limit value S1 in consideration of this possibility. For example, if the ambient temperature of the operating environment fluctuates between ⁇ 10 ° C. and 40 ° C., for example, if the management upper limit S1 is determined in consideration of 40 ° C., the storage battery 9a can be provided even if no separate cooling equipment such as a cooling fan is provided. Can be placed in a state that is unlikely to deteriorate, and the restrictions on the mounting space when mounted on a vehicle are relaxed.
  • control lower limit S2 is set as a value obtained by adding a margin to the lower limit of the power storage rate at which the discharge by the power storage device 9 can be appropriately performed. Since the internal resistance of the storage battery 9a may increase at the end of use and the voltage between terminals may decrease, the management lower limit S2 may be set higher at the end of use than at the beginning of use.
  • the capacity of the storage battery that satisfies these conditions is specified. For example, if the storage capacity at the end of use is 20% smaller than the storage capacity at the beginning of use, and the management upper limit S1 and the management lower limit S2 at that time are 70% and 20%, respectively, the initial usage (that is, At the time of introduction) the capacity required of the storage battery is required to be 2.5 times the power E1.
  • power E1, management upper limit S1, and management lower limit S2 may be set after power storage device 9 is mounted on the vehicle.
  • the operation of the power storage device 9 is such that the SOC is charged beyond the management upper limit value S1 or the discharge that falls below the management lower limit value S2 does not occur. Will be managed. That is, the portion represented by region N1 and region N2 in the SOC is a capacity that is not used in the operation of power storage device 9.
  • the central control unit 20 uses the usage upper limit LC (so as to secure the power E1 based on the management lower limit S2. (Limit ⁇ of ⁇ Charge) is set.
  • the use upper limit LC is held in accordance with the number of reference times (T0, T1, T2,%), And is associated with the reference times in the SOC (T1, T2, T3).
  • the use upper limit LC at the beginning of use corresponds to SOC (T0).
  • the use upper limit LC may be set to a different value for each reference time, or may be kept constant from the start of use to the middle of operation depending on the setting of the SOC.
  • FIG. 6 (b) shows the end of use of the storage battery, and the capacity retention rate decreases with time.
  • the power E1 is ensured by setting the use upper limit LC higher than the reference time (T0) with respect to the control lower limit S2, and making the use upper limit LC substantially equal to the control upper limit S1.
  • the capacity maintenance rate is more likely to decrease, but since it is the end of use, it is unlikely to cause a problem for the purpose of using the power storage device 9.
  • FIGS. 7 (a) and 7 (b) show a case where the use lower limit LD (Limit @ of ⁇ discharge) is updated based on the management upper limit S1. 7A and 7B, the power E1 to be secured is the same.
  • the SOC is set high from the beginning of operation of the power storage device 9, and the power storage device 9 is more likely to deteriorate.
  • a large capacity of the storage battery is inevitably required, and an excessive amount of power is stored in the initial stage.
  • a secondary battery such as a lithium-ion storage battery or a nickel-metal hydride storage battery generally has a characteristic that the higher the storage rate and the higher the ambient temperature, the more easily the storage battery deteriorates.
  • it is often manufactured so that the progress of deterioration is minimized at a storage rate of 50% and an ambient temperature of 25 ° C.
  • it is necessary to prepare a power storage system having a capacity twice as large as the power storage capacity at the power storage rate of 50%.
  • the usage upper limit LC that can secure the necessary electric power E1 is set, and the usage upper limit LC gradually increases toward the end of the use of the storage amount. Is adjusted so as to approach the management upper limit value S1, thereby suppressing a decrease in the capacity maintenance ratio, and the storage battery can be operated for a long time.
  • the power storage device 9 can be designed so as to have a power storage capacity suitable for holding the electric power E1.
  • the margin of the power storage capacity can be reduced, and the size of the power storage device 9 can be reduced, which contributes to the reduction in the size and weight of the on-board equipment of the railway vehicle.
  • the size of the storage battery is small, and the management method proposed in this regard is useful.
  • the management upper limit value S1 and the usage upper limit value LC are separate parameters, but they may be treated as upper limit values for one power storage rate without distinction.
  • the management lower limit S2 may not be fixed but may be changed according to the passage of time.
  • FIG. 8 shows a schematic configuration of a railway vehicle drive system according to the second embodiment of the present invention. Unlike the first embodiment, this type of electric train is driven by the drive system DC power supplied from the overhead line 4.
  • the general configuration is the same as that of the first embodiment, and the vehicles 1a and 1b are vehicles constituting a train set or a part thereof.
  • the vehicle 1a and the vehicle 1b are connected by an inter-vehicle coupler 6.
  • the vehicle 1a is supported on a rail surface (not shown) by the wheel sets 3a and 3b via the bogie 2a and by the wheel sets 3c and 3d via the bogie 2b.
  • the vehicle 1b is supported on rail surfaces (not shown) by wheel sets 3e and 3f via a truck 2c and by wheel sets 3g and 3h via a truck 2d.
  • the DC power Pd0 is supplied from the overhead line 4 to the inverter device 15, the DC converter device 25, and the auxiliary power supply device 10 via the current collector 5.
  • the inverter device 15 converts the DC power Pd0 into a variable voltage, variable frequency (VVVF) AC power Pa2, and controls the torque of the electric motor 17 (not shown).
  • the torque of the electric motor 17 transmits rotational torque to all or any of the wheel sets 3a, 3b, 3c, and 3d, and applies a tread force between the wheel set and the rail surface, and accelerates the vehicle 1a by the tread force, or Slow down.
  • DC converter device 25 converts voltage Vd0 of DC power Pd0 to DC power Pd1 of voltage Vd1.
  • Power storage device 9 includes a power storage means such as a lithium ion battery, a power storage power breaker for limiting charging and discharging (input / output) of stored power, and a power storage controller for monitoring the state of the power storage means and controlling the power storage circuit breaker. Is done.
  • the power storage unit is charged / discharged according to the magnitude of voltage Vd1 of DC power Pd1 output from DC converter device 25 and voltage Vbat of power storage device 9.
  • the auxiliary power supply 10 converts the AC power Pd1 of the main converter 8 into AC power Pa3 having a constant voltage and a constant frequency (CVCF), and vehicle auxiliary equipment (not shown) (air conditioning, certification, air compressor, etc.). To supply.
  • CVCF constant voltage and a constant frequency
  • the overall control device 11 Based on the voltage Vbat of the power storage device 9, the overall control device 11 supplies a voltage command Vbd that is larger than Vbat by ⁇ Vbat when charging the power storage device 9, and a voltage command Vbd that is smaller than Vbat by ⁇ Vbat when discharging the power storage device 9.
  • the command Vbd is calculated.
  • the magnitude of the charge / discharge current generated for ⁇ Vbat is determined by the internal resistance value of power storage device 9.
  • the DC converter device 25 adjusts the constant voltage so that the DC voltage Vd1 follows the voltage command Vdb, and manages the storage amount SOC so as to match the storage amount target value SOC (t).
  • the target value SOC (t) is managed in the same manner as in the first embodiment. That is, it is determined based on the elapsed time from the start of use of the power storage device 9 and the battery temperature Tb of the power storage device 9 with reference to the storage battery capacity maintenance rate prediction means.
  • the elapsed time from the start of use of the power storage device 9 can be obtained by integrating the time from the start of use of the power storage device 9 by the time measuring means provided in the general control unit 23. May be manually input.
  • the storage battery temperature Tb of the power storage device 9 can be detected as state information from the power storage device 9, an average temperature in an environment where the power storage device 9 is used may be stored in advance. In particular, since the operating routes of railway vehicles are limited to some extent, it is also possible to use temperature information around the operating routes based on past weather data published on the Internet or the like.
  • the two-car formation by the vehicles 1a and 1b is shown, but the number of both cars is not limited.
  • the railway vehicle drive system of the present invention does not need to be mounted on one vehicle in a concentrated manner, and may be provided separately on any vehicle (including one cab of both cabs) in the formation.
  • FIG. 9 is a diagram showing a configuration for realizing the power storage amount management method in the second embodiment of the present invention.
  • the DC power Pd0 is supplied from the overhead wire 4 (not shown) to the reactor 24 via the current collector 5.
  • Reactor 24 forms a filter circuit together with capacitor 16 to remove harmonics of DC power Pd0, and supplies its output to inverter device 15, DC converter device 25, and auxiliary power supply device 10.
  • the inverter device 15 converts the DC power Pd0 into a variable voltage, variable frequency (VVVF) AC power Pa2, and controls the torque of the electric motor 17 (not shown).
  • the torque of the electric motor 17 transmits the rotational torque to all or any of the wheel sets 3a, 3b, 3c, and 3d, and applies a tread force between the wheel set and the rail surface, thereby accelerating the vehicle 1a by the tread force, or Slow down.
  • DC converter device 25 converts voltage Vd0 of DC power Pd0 to DC power Pd1 of voltage Vd1.
  • Power storage device 9 includes a power storage means such as a lithium ion battery, a power storage power breaker for limiting charging and discharging (input / output) of stored power, and a power storage controller for monitoring the state of the power storage means and controlling the power storage circuit breaker. Is done. The power storage unit is charged / discharged according to the magnitude of voltage Vd1 of DC power Pd1 output from DC converter device 25 and voltage Vbat of power storage device 9.
  • the auxiliary power supply 10 converts the AC power Pd1 of the main converter 8 into AC power Pa3 having a constant voltage and a constant frequency (CVCF), and vehicle auxiliary equipment (not shown) (air conditioning, certification, air compressor, etc.). To supply.
  • CVCF constant voltage and a constant frequency
  • the overall control device 11 includes a converter control unit 21, an inverter control unit 22, a storage battery control unit 23, and an overall control unit 20.
  • the converter control unit 21 performs constant voltage control for causing the DC voltage Vd1 detected by the DC voltage detector 51 to follow the voltage command Vdb according to a command from the overall control unit 20, and generates a DC current based on the output. Constant current control is performed so that the DC current Id1 detected by the DC current detector 52 follows the command. Based on the output, a PWM pulse for operating the switching circuit of the converter device 26 is generated and input to the converter device 26.
  • the inverter control unit 22 generates a torque current command for generating a drive torque of the electric motor 17 for accelerating or decelerating the vehicles 1a and 1b in response to a command from the general control unit 20, and the electric motor detected by the AC current detector 18.
  • the constant current control is performed so that the torque current calculated based on the currents Imu, Imv, and Imw follows the torque current command, and a PWM pulse for operating the switching circuit of the inverter device 15 is generated based on the output thereof. input.
  • the storage battery control unit 23 limits charging / discharging (input / output) of the storage means by turning on / off the storage power circuit breaker in response to a command from the overall control unit 20, and also stores state information (power storage amount, Storage battery temperature, etc.) and convey it to the overall control unit 20.
  • the charge and discharge power Pbat of the power storage device 9 is adjusted to manage the SOC so as to match the SOC (t).
  • SOC (t) is determined based on the elapsed time from the start of use of the power storage device 9 and the storage battery temperature Tb of the power storage device 9 with reference to the storage battery capacity maintenance rate prediction means.
  • the elapsed time from the start of use of the power storage device 9 is obtained by integrating the time from the start of use of the power storage device 9 by the time measuring means provided in the general control unit 23.
  • the elapsed time value may be manually entered.
  • the storage battery temperature Tb of the power storage device 9 can be detected as state information from the power storage device 9, but an average temperature in an environment where the power storage device 9 is used may be stored in advance.
  • the general control device 11 is exemplified as including the general control unit 20, the converter control unit 21, the inverter control unit 22, and the storage battery control unit 23 as individual control units.
  • This division is for convenience, and the control may be implemented by one control unit or a combination of a plurality of control units.
  • the control content of each control unit is not limited to the embodiment, and any mounting form can be adopted.
  • the central control unit 20 collectively generates the control commands generated by each control unit in the embodiment, and each of the other control units notifies the general control unit 20 of the state of the controlled object. It may be specialized in the function of notifying the user.
  • the general control device 11 controls the operation of the main conversion device 8 as a basic function based on the train control command, and additionally switches between the first drive mode and the second drive mode.
  • the function of switching between the first drive mode and the second drive mode may be realized by providing a command device in the cab, and based on command information output from the command device to the overall control device 11. Good.
  • Power storage device 9a: storage battery
  • 10 auxiliary power supply
  • 11 general control device
  • 12 AC voltage detector
  • 13 AC current detector
  • 14 converter device
  • 15 inverter device
  • 16 capacitor
  • 17 electric motor
  • 18 AC current detector
  • 19 vehicle auxiliary equipment
  • 20 general control unit 20a arithmetic unit
  • 20b timer 20c memory
  • 21 converter control unit
  • 22 inverter control unit 23 storage battery control Unit
  • 23a storage controller
  • 23b thermometer
  • 23c storage power circuit breaker
  • 24 reactor
  • 25 DC converter device
  • 51 DC voltage detector
  • 52 DC current Can.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Secondary Cells (AREA)

Abstract

La présente invention aborde le problème consistant à fournir un nouveau procédé de gestion de batterie de stockage utile pour faire fonctionner une batterie de stockage pendant une longue période, et un véhicule ferroviaire dans lequel ledit procédé de gestion de batterie de stockage est adopté. En conséquence, le véhicule ferroviaire de la présente invention est pourvu d'au moins un dispositif de conversion principal, d'un moteur électrique connecté au dispositif de conversion principal, et d'un dispositif de stockage d'électricité de type à batteur secondaire pouvant être connecté au dispositif de conversion principal, et est caractérisé en ce qu'il est pourvu d'un dispositif de commande pour commander le taux de stockage d'électricité du dispositif de stockage d'électricité sur la base du temps écoulé depuis le début d'utilisation du dispositif de stockage d'électricité.
PCT/JP2019/009594 2018-09-06 2019-03-11 Véhicule ferroviaire WO2020049773A1 (fr)

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008308122A (ja) * 2007-06-18 2008-12-25 Mazda Motor Corp 車両用バッテリの制御装置
JP2010123503A (ja) * 2008-11-21 2010-06-03 Honda Motor Co Ltd 充電制御装置
WO2011061811A1 (fr) * 2009-11-17 2011-05-26 トヨタ自動車株式会社 Véhicule et procédé de commande du véhicule
JP2015040832A (ja) * 2013-08-23 2015-03-02 トヨタ自動車株式会社 蓄電システム及び蓄電装置の満充電容量推定方法
JP2017189062A (ja) * 2016-04-08 2017-10-12 株式会社日立製作所 鉄道車両

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4959511B2 (ja) 2007-11-07 2012-06-27 富士重工業株式会社 蓄電池用充電制御装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008308122A (ja) * 2007-06-18 2008-12-25 Mazda Motor Corp 車両用バッテリの制御装置
JP2010123503A (ja) * 2008-11-21 2010-06-03 Honda Motor Co Ltd 充電制御装置
WO2011061811A1 (fr) * 2009-11-17 2011-05-26 トヨタ自動車株式会社 Véhicule et procédé de commande du véhicule
JP2015040832A (ja) * 2013-08-23 2015-03-02 トヨタ自動車株式会社 蓄電システム及び蓄電装置の満充電容量推定方法
JP2017189062A (ja) * 2016-04-08 2017-10-12 株式会社日立製作所 鉄道車両

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