JP2003134604A - Rolling stock - Google Patents

Abstract

(57) [Summary] [Problem] To predict the regenerative energy obtained during running or deceleration from a running pattern or a deceleration pattern during the operation of a railway vehicle, and use the regenerative energy effectively to make the train highly efficient To provide a system for driving. A regenerative energy is stored in an energy storage device by adding an energy storage device to a railway vehicle system that travels by driving an inverter by generating power with an engine. By performing charging and discharging, the engine can be moved constantly. Thereby, highly efficient operation becomes possible.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device and a control method for a railway vehicle which is composed of a motor, an engine, a battery, a rectifier, an inverter, a generator and an energy storage device.

[0002]

2. Description of the Related Art As a conventional railway vehicle, a diesel vehicle running only with a diesel engine, or a generator-equipped electric train composed of a diesel engine, a generator, a rectifier, an inverter and a motor has been used. In the former diesel vehicle, the acceleration operation is performed by controlling the rotation of the engine and transmitting it to the wheels by the power transmission device.
On the other hand, when braking, the vehicle is generally braked by braking.

The latter electric generator built-in electric train is accelerated and decelerated as follows. When accelerating, turn the generator with the engine,
Get AC power. The AC power is converted into DC power by the rectifier and added to the inverter. The inverter accelerates the train by converting DC power into AC power and supplying it to the motor. There are two ways to brake. One is a braking method using a braking device, as in a diesel engine vehicle. The other method is to use an electric brake that uses a motor as a generator. This is a method in which AC power from a motor is converted into DC power by an inverter and consumed by a resistor or the like to obtain a braking force.

[0004]

However, these vehicles cannot utilize the energy during braking because they do not have an energy storage device. For example, when an air brake is used, energy is wasted because kinetic energy is converted into heat energy by the brake and is discarded. Also,
Frequent replacement work occurs because the number of brake shoes decreases.
There is also the problem of increased maintenance costs. In the case of braking with an electric brake, energy loss occurs because the braking force is obtained by converting generated electric power into heat with resistance or the like and discarding it.

An object of the present invention is to enable a highly efficient operation because the loss of regenerative energy obtained during braking and the inability to move the engine constantly.

[0006]

Therefore, the present invention is intended to prevent energy loss and consumption of brake shoes, and the problems are solved by the following configurations. In a conventional railway vehicle consisting of a generator connected to the engine through some kind of power transmission device, a rectifier that converts the output of the generator to direct current, an inverter connected to the rectifier and a motor connected to the inverter, By adding the energy control device between the rectifier, the inverter, and the energy storage device, and the energy storage device branched and connected from the wiring, the following becomes possible.

During acceleration, the engine rotates a generator to generate electric power, the rectifier converts the output power into direct current, and the inverter converts direct current power into alternating current power to drive a motor for acceleration. At this time, the presence of the energy storage device enables highly efficient operation by controlling the engine to move at a constant speed. For example, when the engine speed is low and there is not enough energy, the energy storage device outputs the required energy. On the contrary, when the number of revolutions of the engine is large and the energy remains, it is possible to store the energy in the energy storage device.

On the other hand, at the time of braking, it is possible to store what was discarded as thermal energy as regenerative energy in the energy storage device, and it is possible to perform highly efficient operation.

The present invention has an engine, a generator, a rectifier, an inverter, a motor, and an energy storage device. The energy consumption is predicted based on a running pattern which is known in advance, and the engine and the It is characterized by having a function of determining the usage ratio of the energy storage device and controlling the train.

The present invention also has a function of determining the usage ratio of the engine and the energy storage device from the charging pattern of the energy storage device, which is composed of charging performance and discharging performance determined by the characteristics of the energy storage device, and performing control. It is characterized by having.

Further, according to the present invention, the energy consumption is predicted based on the charging pattern of the energy storage device which is composed of the charging performance and the discharging performance which are determined in advance by the running pattern and the characteristics of the energy storage device.
It has a function of controlling a train by determining a usage ratio of the engine and the energy storage device.

Determining the usage ratio of the engine and the energy storage device based on the traveling pattern in consideration of the number of people actually riding, and controlling the railway vehicle so as to optimize the life of the energy storage device. , Controlling the railway vehicle so that the energy used by the railway vehicle is the most energy-saving, having a plurality of operating modes prepared in advance, considering the state of charge of the energy storage device and the operating time between stations. The vehicle may be selected from the above-mentioned modes at appropriate times for traveling, the energy storage device may be a chargeable / dischargeable battery, the engine may be a fuel cell, and a weight sensor may be attached.

A specific example will be described in the following embodiment.

[0014]

BEST MODE FOR CARRYING OUT THE INVENTION An example will be described below.

As shown in FIG. 1, a hybrid railway vehicle 11 has a generator 13 connected to an engine 12 through some kind of power transmission device, a rectifier 14 for converting the output of the generator 13 into a direct current, and an inverter connected to the rectifier. 15 and motor 16 connected to the inverter and rectifier 14
The energy storage device 17 is branched and connected from the wiring between the inverter 15 and the inverter 15. The energy storage device 17 may be a chargeable / dischargeable battery such as a nickel-cadmium battery, a lithium-ion battery, or a lead battery. Further, an energy control device 18 is connected to the rectifier 14, the inverter 15, and the energy storage device 17, and a weight sensor 19 is connected to the energy control device 18.

During acceleration, the rotation speed of the engine 12 is increased to transmit power to the generator 13, the generator 13 generates electric power, and the output power is rectified by the rectifier 14 to direct current. It is transmitted to the inverter 15. The inverter 15 converts direct current power into alternating current, supplies it to the motor 16, and controls the motor 16 to accelerate it. Further, the DC output of the rectifier 14 is supplied to the energy storage device 17 and stored as necessary. At this time, the inverter 15
The energy control device 18 determines how much power is used for the energy storage device 17. The energy control device 18 will be described later.

When braking, the motor 1
The output of 6 is input to the inverter 15, and the inverter 15
After being converted into DC power at, it is stored in the energy storage device 17 as needed.

The energy control device 18 will be described.

The energy control device 18 shown in FIGS. 3 to 5 can be considered, and the running pattern DB 31, the running pattern creating section 32, the charging pattern DB 33, the operation mode switching device 34, the operation control section 35, as shown in FIG. Na diamond D
It is composed of B36 and route DB37. Of these, the route DB 37 is, as shown in FIG. 10, a gradient DB 101 configured as shown in FIG. 11, a curve DB 102 configured as shown in FIG. 12, and a tunnel DB 1 configured as shown in FIG.
03, speed limit DB 104 configured as shown in FIG.
The temporary speed limit DB 105 configured as shown in FIG. 15 and the block allocation DB 106 configured as shown in FIG. In the example of the DB described here, the entire block number □ is the internal block position ×, but for example, the database is the internal block position Δ of the block number ◯ of the station or station yard number ◎. Good.

An operation example of the energy control device 18 will be described with reference to FIG.

In step 601, the traveling pattern DB3
In Fig. 1, a running pattern (run curve) 21 showing how the railway vehicle performs acceleration ⇔ constant speed ⇔ coasting ⇔ braking as shown in Fig. 2 or a stop indicating how the railway vehicle stops Check if there is a pattern 22. If there is the traveling pattern (run curve) 21 or the stop pattern 22, the process proceeds to step 602. If not, the process proceeds to step 603.

In step 602, the one that seems to be the best is selected from the running pattern (run curve) 21 or the stop pattern 22 on the DB. As the selection method, for example, the weight sensor 1 shown in FIG.
There are a method of estimating the number of passengers by using 9 or the like, a method of selecting the one closest to the number of passengers, a method of estimating in consideration of weather conditions, etc., and a method of combining them.
The driver or conductor may select the travel pattern (run curve) 21 or the stop pattern 22. Then, it proceeds to step 605.

In step 603, it is checked whether or not there is the traveling pattern creating section 32. If there is, go to step 604. If not, in this case, the running pattern or the stopping pattern is not known, and the estimated running is impossible, and the process ends.

In step 604, the running pattern creating section 32 creates the running pattern (run curve) 21 or the stop pattern 22. The traveling pattern (run curve) 21 is an automatic train control device (ATO).
It is possible to create it online using, for example, or to create it offline beforehand. Alternatively, only the stop pattern 22 may be considered and the rest may be left to the driver. Then, it proceeds to step 605.

In step 605, the amount of energy regenerated during traveling is estimated from the traveling pattern (run curve) 21 or the stop pattern 22. Then, it proceeds to step 606.

In step 606, the operation control unit 35 performs a process to select an operation mode that does not hinder the operation. The operation control unit 35 will be described later. Then, it proceeds to step 607.

In step 607, the operation mode is switched to the operation mode switching device 34 so that the selected operation mode is selected, and the operation mode is switched. This operation mode is composed of four modes shown in FIG. 9, which are an energy storage device priority mode 82, an energy storage device operation mode 83, an energy saving priority mode 84, and an express delivery priority mode 85. The energy storage device priority mode 82 is a method of prioritizing the life of the energy storage device. In the method of prioritizing the life of the energy storage device, it is generally said that the life of the energy storage device is better when charging and discharging are repeated at short intervals. Therefore, the acceleration mode, the constant speed mode, and the coasting mode. It will be operated while repeating. for that reason,
Driving hours will be late. An operation example of this will be described with reference to FIG.

In step 1701, the charging pattern DB
From 33, the characteristic information of the energy storage device is obtained. Then, the process proceeds to step 1702.

In step 1702, step 1701
From the characteristic information of the energy storage device obtained in step 2, determine how the railway vehicle should be repeatedly discharged and charged,
The energy storage device operation mode 83 that creates a run curve based on this is a method that operates only with the energy storage device. This method is used when traveling in a place where there is no overhead wire. An example of this operation will be described with reference to FIG.

In step 1801, the charging pattern DB
From 33, the characteristic information and the charging capacity of the energy storage device are obtained. Then, the process proceeds to step 1802.

In step 1802, step 1801
A run curve combining acceleration, constant speed, coasting, and braking is created so that the energy of the energy storage device does not become zero based on the characteristic information of the energy storage device and the charging capacity obtained in.

The energy saving priority mode 84 is energy saving as a whole, and performs an operation to properly distribute the energy storage device and the motor. At this time, energy is most saved in the entire train within the range of observing the operating time. An example of the operation will be described with reference to FIG.

In step 1901, the time information about how long the own train should run is shown in the timetable D.
Obtained from B36. Next, the procedure goes to step 1902.

In step 1902, the charging pattern DB
From 33, the characteristic information and the charging capacity of the energy storage device are obtained. Then, the process proceeds to step 1903.

In step 1903, step 1902
From the characteristic information and charge capacity of the energy storage device obtained in step 2, how much the energy storage device can discharge is obtained. Then, the process proceeds to step 1904.

In step 1904, step 1901
The discharge amount of the energy storage device and the distribution of the motors determined in step 1903 are determined so as to achieve the most energy saving while complying with the operation time obtained in step 1, and the energy saving run curve is obtained.

Fastest operation (express delivery priority mode) mode 85
Can be used when it is necessary to drive as fast as possible, for example, when performing delay recovery. An example of this operation will be described with reference to FIG.

In step 2001, the charging pattern DB
From 33, the characteristic information and the charging capacity of the energy storage device are obtained. Next, the process proceeds to step 2002.

In step 2002, step 2001
From the characteristic information and charge capacity of the energy storage device obtained in step 2, how much the energy storage device can discharge is obtained. Next, the process proceeds to step 2003.

In step 2003, step 2002
It is determined where the discharge pattern of the energy storage device obtained in step 2 is the fastest operation pattern, and the fastest run curve is obtained.

Next, the processing of the operation control unit 35 will be described with reference to FIG.

In step 701, the charge capacity of the energy storage device and the characteristic information of the energy storage device are acquired from the charging pattern DB. Next, the process proceeds to step 702.

At step 702, the train operating time is acquired from the diamond DB. Go to step 703.

In step 703, the charging capacity of the energy storage device obtained in step 701, the characteristic information of the energy storage device, and the operating time on the timetable obtained in step 702 are taken into consideration so that the operation is not disturbed. Select a mode.

As a second embodiment, the operation mode in the energy control device 18 of FIG. 3 is determined in advance, and the running pattern or the stop which is considered from the charge capacity of the energy storage device, the characteristics of the energy storage device, and the operation margin time. It is also possible to create a pattern and operate the vehicle based on the running pattern or the stopping pattern. In this case, the processing of FIG.
Perform processing up to 6.

The third embodiment is a case where the engine 12, the generator 13, and the rectifier 14 described in FIG. 1 are fuel cells, and is constructed as shown in FIG. The fuel cell 2
12 is a battery that utilizes the reverse of the electrolysis of water, and is a battery that obtains electricity by electrically reacting hydrogen and oxygen, such as phosphoric acid type, molten carbonate type, solid electrolyte type, alkaline type. and so on. The operation of FIG. 21 will be described. During acceleration, the fuel cell 212 produces DC power.
In the inverter 213, this DC power is converted into AC power and supplied to the motor 214, and the motor 214 is controlled and accelerated. In addition, the DC power of the fuel cell 212 is
It is supplied to the energy storage device 215 and stored as needed. At this time, the energy control device 216 determines how much power is used for the inverter 213 and the energy storage device 215. This energy control device 216 is the same as the energy control device 18 described in the first embodiment.

When braking, the motor 2
The output of 14 is used as the input of the inverter 213, and after being converted into direct current by the inverter 213, the energy storage device 21
It is stored in 5 as needed. The subsequent processing is the same as that described in the first embodiment.

The present inventor has discovered that the energy saving effect of about 20% can be obtained by implementing these systems. A concrete example will be described.
For example, suppose that the vehicle runs at a maximum speed of 130 km / h for 20 km with no slope or curve. The vehicle performance used at this time was an acceleration of 1.6 km / h / s and a deceleration of 2.0 km / h / s.
If so, the energy used during acceleration is about 250 kW
h, when traveling at a constant speed, it is sufficient to have an energy amount considering only the traveling resistance, and the energy obtained by regeneration during braking is about 200 kwh.
When actually operating, the conventional railway vehicle cannot obtain regenerative energy, and thus it takes about 350 kwh in total. The purpose of the present invention is to recycle energy by charging regenerative energy. If this efficiency is about 40%, the regenerative energy is about 80.
Since about kwh can be obtained, the amount of energy actually used is about 270 kwh. From this, it can be said that an energy saving effect of about 20% can be obtained as compared with the conventional railway vehicle.

By adding an energy storage device to the conventional railcar system, the regenerative energy is stored in the energy storage device, and the energy storage device charges and discharges the engine depending on the situation to keep the engine running constantly. You can This enables highly efficient operation.

A system for operating a train with high efficiency by predicting regenerative energy obtained during traveling or during deceleration from a traveling pattern or a deceleration pattern during operation of a railway vehicle and effectively using the regenerated energy. Can also be provided.

An energy storage device is added to a railway vehicle system that generates electric power from an engine and runs by driving an inverter, so that regenerative energy is stored in the energy storage device and the energy storage device is charged depending on the situation. By discharging, the engine can be operated constantly. This enables highly efficient operation.

[0052]

By implementing the above system and control method, the life of the energy storage device can be extended by switching the operation mode in consideration of the state of charge of the energy storage device and the margin for operating time. It is possible to drive the vehicle with energy saving.

[Brief description of drawings]

FIG. 1 shows an example of a hybrid railway vehicle.

FIG. 2 shows an example of a running pattern and a stopping pattern.

FIG. 3 shows an example of an energy control device.

FIG. 4 shows an example of an energy control device.

FIG. 5 shows an example of an energy control device.

FIG. 6 shows an operation example of the energy control device.

FIG. 7 shows an operation example of the operation control unit.

FIG. 8 shows an example of a driving mode switching device.

FIG. 9 shows an example of a diamond DB.

FIG. 10 shows an example of a route DB.

FIG. 11 shows an example of a gradient DB.

FIG. 12 shows an example of a curve DB.

FIG. 13 shows an example of a tunnel DB.

FIG. 14 shows an example of a speed limit DB.

FIG. 15 shows an example of a temporary speed limit DB.

FIG. 16 shows an example of a block allocation DB.

FIG. 17 shows an operation example of the energy storage device priority mode.

FIG. 18 shows an operation example of the energy storage device operation mode.

FIG. 19 shows an operation example of the energy saving priority mode.

FIG. 20 shows an operation example of express delivery priority mode.

FIG. 21 is a hybrid railway vehicle using a fuel cell.

[Explanation of symbols]

11, 211 ... Hybrid railway vehicle, 12 ... Engine, 13 ... Generator, 14 ... Rectifier, 15, 213 ... Inverter, 16, 214 ... Motor, 17, 215 ... Energy storage device, 18, 31, 216 ... Energy control device , 19, 217 ... Weight sensor, 21 ... Run curve,
32 ... Running pattern creation unit, 33 ... Charging pattern DB,
34 ... Operation mode switching device, 35 ... Operation control unit, 36 ...
Diamond DB, 37 ... Route DB, 81 ... Mode switching, 82
… Energy storage device priority mode, 83… Energy storage device operation mode, 84… Energy saving priority mode, 8
5 ... Express delivery priority mode, 101 ... Gradient DB, 102 ... Curve DB, 103 ... Tunnel DB, 104 ... Speed limit DB,
105 ... Temporary speed limit DB, 106 ... Blocking DB, 21
2 ... Fuel cell.

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor, Watanabe             7-1-1, Omika-cho, Hitachi-shi, Ibaraki Prefecture             Inside the Hitachi Research Laboratory, Hitachi Ltd. F-term (reference) 5H115 PA12 PC02 PG01 PI24 PO02                       PO06 PO10 PO17 PU08 PU26                       PV07 PV09 PV22 QI04 QN03                       RE11 SE03 SE06 SF05 SF07                       SF21 TO10

Claims (10)

[Claims] 1. An engine, a generator, a rectifier, an inverter,
A railway vehicle having a motor and an energy storage device has a function of predicting energy consumption based on a known traveling pattern, determining a usage ratio of the engine and the energy storage device, and controlling a train. Characteristic railway vehicle. 2. An engine, a generator, a rectifier, an inverter,
In a railway vehicle having a motor and an energy storage device, the usage ratio of the engine and the energy storage device is determined from the charging pattern of the energy storage device, which is composed of charging performance and discharging performance determined by the characteristics of the energy storage device, and the control is performed. A railway vehicle having a function of performing. 3. An engine, a generator, a rectifier, an inverter,
In a railway vehicle that has a motor and an energy storage device, predict the energy consumption based on the charging pattern of the energy storage device that is composed of the charging performance and the discharging performance that are determined by the driving pattern and the characteristics of the energy storage device that are known in advance. A railcar having a function of determining a usage ratio between the engine and the energy storage device and controlling a train. 4. The railway vehicle according to any one of claims 1 to 3, wherein the usage ratio of the engine and the energy storage device is determined based on a traveling pattern in consideration of the number of people actually riding. . 5. The railway vehicle according to any one of claims 1 to 3, wherein the railway vehicle is controlled so as to optimize the life of the energy storage device. 6. The railway vehicle according to any one of claims 1 to 3, wherein the railway vehicle is controlled so that the energy used by the railway vehicle is most saved. 7. The railway vehicle according to any one of claims 1 to 6, which has a plurality of operating modes prepared in advance, taking into consideration the state of charge of the energy storage device and the operating time between stations. A railroad vehicle that is characterized by being selected and run from time to time. 8. The railway vehicle according to any one of claims 1 to 7, wherein the energy storage device is a chargeable / dischargeable battery. 9. The railcar according to claim 1, wherein the engine is a fuel cell. 10. The railway vehicle according to any one of claims 1 to 9, wherein a weight sensor is attached.