Abnormality countermeasure system and abnormality countermeasure method

Abstract

The purpose of the present invention is to, when there is an abnormality in an electric vehicle equipped with a drive system which uses a storage battery device, identify not only the abnormality location but also the cause of the abnormality, and easily acquire an abnormality countermeasure proposal including changes to the operation method of the electric vehicle.　The abnormality countermeasure system according to the present invention can be used in an electric vehicle equipped with a drive system which uses a storage battery device. A cause determination unit monitors the state of the electric vehicle and the storage battery device, and, when an abnormality flag has been outputted from at least one of the electric vehicle and the storage battery device, analyzes the state of at least one of the electric vehicle and the storage battery device to identify the cause of the abnormality indicated by the abnormality flag. A countermeasure proposal unit notifies a manager of the electric vehicle about the countermeasure proposal and the cause analysis results of the abnormality flag. The countermeasure proposal includes the following categories: changes to the operation method of the electric vehicle, changes to the control parameters of the storage battery device or the drive system, repairs to faulty software or faulty equipment in the storage battery device or the drive system, and replacement of a degraded storage battery.

Description

Title of Invention: ABNORMALITY COUNTERMEASURE SYSTEM AND ABNORMALITY COUNTERMEASURE METHOD Technical Field [ 0001] The present invention relates to an abnormality countermeasure system to be used in an electric vehicle in which a storage battery is mounted. Background Art

[0002] Railway lines have electrified sections, where railway vehicles receive power supplied from an overhead contact line, and non-electrified sections, where there is no overhead contact line and no power supply is received. With conventional railway technology, in the non-electrified sections, vehicles run with diesel engines. In recent years, due to advances in lithium-ion battery technology, vehicles using storage batteries as energy sources, such as hybrid diesel railcars and storage-battery-powered electric railcars are running. A hybrid diesel railcar is a conventional diesel railcar in which a storage battery system is mounted to charge regenerative electric power during braking and provide assistance using a storage battery and a motor during power running. A storagebattery-powered electric railcar is a railway vehicle in which a rechargeable storage battery system is mounted to be used as a drive energy source. In the electrified sections, the vehicle receives power supplied from the overhead contact line to charge the storage battery system, while using the power as driving energy and, in the nonelectrified sections, the vehicle runs by using the storage battery as an energy source.

[0003] A storage battery used to drive such a railway vehicle is generally used under a high load, and an abnormality such that a battery state falls outside a specification range may occur. Typical abnormalities in storage batteries include an over-temperature, an over-voltage, and an excessive charging rate. An abnormality is found by a control system by reading a measured value for monitoring a state of a battery, which exceeds a threshold for abnormality determination. When an abnormality is sensed, the storage battery control system or vehicle control system takes a countermeasure. The major countermeasures to be taken include issuing a warning, limiting battery use, disconnecting the battery, and the like, which may result in deterioration of vehicle performance or suspension of operation when a countermeasure is taken. When sensing an abnormality, the control system issues an abnormality flag corresponding to the occurred abnormality and notifies a cab of what type of abnormality has occurred, while recording the abnormality flag together with various data of a real vehicle on a recording medium inside or outside the vehicle.

[0004] As an example of a system that senses an abnormality in such a railway vehicle. Patent Literature 1 discloses raiIway-vehicle power storage equipment and a railway-vehicle-power-storage-element monitoring system that include a power storage element, a battery management device that acquires power storage element information related to a state of the power storage element, and a communication device for transmitting the power storage element information acquired by the battery management device to an external device. Meanwhile, Patent Literature 2 discloses a method of concluding various service contracts with a railway company for all or some of devices and equipment of an electric vehicle 200 and constantly monitoring operating states of the on—board devices and equipment of the contracted electric vehicle 200 or providing contracted information or service to a location specified by the on-ground railway company when information obtained by measuring various data is recorded by a transmission / reception device placed in the vehicle or when a contracted event occurs. Citation List Patent Literature

[0005] Patent Literature 1: Japanese Unexamined Patent Application Publication No. 2021-019479 Patent Literature 2: Japanese Unexamined Patent Application Publication No. 2002-329020 Summary of Invention Technical Problem

[0006] As a result of thoroughly examining countermeasures against abnormalities in a railway vehicle in which a storage battery system is mounted and the like, the inventors of the present application came have found the following . Even for the same abnormality flag, an effective countermeasure differs depending on the cause thereof. For example, it is assumed that a battery has an overtemperature (a phenomenon in which a temperature within or over a specification range is reached), and an abnormality flag is issued. The over-temperature may be caused by various possible factors such as a high air temperature, a heavy load on the battery, battery deterioration resulting in increased electrical resistance, a cooling device that is not operating, and a defective temperature sensor, and an effective countermeasure differs depending on the causing factor . [ 0007] Meanwhile, in the event of a given abnormality flag, it is not easy to identify the cause thereof. It is usual that, on a system, only a type of the abnormality flag and the date and time of occurrence thereof are known. When investigating the cause thereof, a person with sufficient knowledge of the railway vehicle and battery system of concern carefully analyzes data on the time of occurrence of an abnormality and surroundings thereof to identify the cause of the abnormality. In this respect, Patent Literature 2 shows an example in which, when a given failure flag occurs in an electric vehicle, even a non-engineer identifies a failed portion by invoking related data corresponding to the failure flag and failure know-how and shows a procedure of stopping the vehicle to the cab, while notifying the cab of a portion to be replaced and making arrangements for a member. However, in Patent Literature 2, it is possible to only identify the failed portion and, while it is possible to replace the failed portion, it is not possible to further present the cause of the abnormality, and a method for continuous use without causing malfunctions is not proposed.

[0008] It is therefore an object of the present invention to identify, in the event of an abnormality in an electric vehicle in which a drive system using a storage battery device is mounted, not only the abnormality location but also a cause of the abnormality and easily acquire a countermeasure against the abnormality, including changing an operation method of the electric vehicle. Solution to Problem

[0009] To solve the problem described above, a representative abnormality countermeasure system of the present invention is an abnormality countermeasure system to be used in an electric vehicle in which a drive system using a storage battery device is mounted, the abnormality countermeasure system including: a cause determination unit; and a countermeasure proposal unit, wherein the cause determination unit monitors a state of each of the electric vehicle and the storage battery device, wherein, when an abnormality flag is output from at least one of the electric vehicle and the storage battery device, the cause determination unit analyzes the state of at least one of the electric vehicle and the storage battery device to identify a cause of an abnormality indicated by the abnormality flag, wherein the countermeasure proposal unit notifies a manager of the electric vehicle of a result of analyzing the cause of the abnormality flag and a countermeasure proposal, and wherein the countermeasure proposal includes categories of changing of an operation method of the electric vehicle, changing of a control parameter of the storage battery device or the drive system, repair of defective software or defective equipment of the storage battery device or the drive system, and replacement of a deteriorated storage battery. Advantageous Effects of Invention

[0010] According to the present invention, it becomes possible to identify, in the event of an abnormality in an electric vehicle in which a drive system using a storage battery device is mounted, not only the abnormality location, but also a cause of the abnormality and allow even a person not having sufficient knowledge of both of the drive system using the storage battery device and the electric vehicle in which the drive system is mounted to acquire a countermeasure including changing of an operation method of the electric vehicle and achieve early recovery from the abnormality. Problems, configurations, and effects other than those described above will become apparent from a description in the following modes for carrying out the invention. Brief Description of Drawings

[0011] Fig. 1 is a diagram illustrating a configuration of a railway vehicle drive system in which a storage battery to which an abnormality countermeasure system according to First Embodiment of the present invention is applied is mounted . Fig. 2 is a diagram illustrating a system configuration of a drive system for a hybrid diesel railcar. Fig. 3 is a block line diagram of a basic operation of the abnormality countermeasure system according to First Embodiment of the present invention. Fig. 4 is a diagram illustrating a cause weight table when the abnormality flag indicates a battery overtemperature . Fig. 5 is an operation block line diagram of a cause determination unit that calculates a cause weight through a history comparison with previous data according to First Embodiment of the present invention. Fig. 6 is a diagram illustrating an arithmetic operation performed by a cause weight calculation unit included in the cause determination unit. Fig. 7 is an operation block line diagram of the cause determination unit according to First Embodiment of the present invention when a digital twin is applied thereto. Fig. 8 is an operation block line diagram of a model verification unit according to First Embodiment of the present invention. Fig. 9 is an operation block line diagram of a sensitivity calculation unit according to First Embodiment of the present invention. Fig. 10 is a diagram illustrating an example of an operation block line diagram of a battery digital twin according to First Embodiment of the present invention. Fig. 11 is a diagram illustrating an example of a sensitivity map when an abnormality flag indicates a battery over-temperature . Fig. 12 is an operation block line diagram of a countermeasure proposal unit according to First Embodiment of the present invention. Fig. 13 is a diagram illustrating an effective countermeasure table indicating countermeasures corresponding to a cause category in association according to First Embodiment of the present invention. Fig. 14 is a diagram illustrating an example of a countermeasure effect map. Fig. 15 is a diagram illustrating an example when countermeasure information is displayed. Fig. 16 is an operation block line diagram of an abnormality countermeasure system having a true / false determination unit 33 according to Second Embodiment of the present invention. Fig. 17 is an operation block line diagram of an abnormality countermeasure system having a control constant changing unit according to Third Embodiment of the present invention . Fig. 18 is an operation block line diagram of an abnormality countermeasure system having an abnormality sign diagnosis unit according to Fourth Embodiment of the present invention . Fig. 19 is an operation block line diagram of an abnormality countermeasure system having an emergency measure proposal unit according to Fifth Embodiment of the present invention. Fig. 20 is an operation block line diagram of an abnormality countermeasure system that performs transmission to a maker according to Sixth Embodiment of the present invention . Fig. 21 is an operation block line diagram of an abnormality countermeasure system having an impact assessment unit according to Sixth Embodiment of the present invention . Fig. 22 is a diagram illustrating a configuration of a railway vehicle drive system in which a storage battery to which an abnormal countermeasure system according to Eighth Embodiment of the present invention is applied is mounted. Description of Embodiments

[0012] Modes for carrying out an abnormality countermeasure proposal system according to the present invention will be described on the basis of the drawings. Note that the present invention is by no means limited by the embodiments. In the illustration of the drawings, the same portions are designated by the same signs. In the embodiment described below, by way of example, an abnormality countermeasure proposal system to be mounted in a railway vehicle will be described, but the present invention is not limited thereto. The present invention is also applicable to, e.g., a typical storage battery system for stationary use. In addition, by way of example, the following embodiments will describe a case where a lithium-ion battery is applied to a storage battery, but the embodiments are similarly applicable to other storage elements such as a lead-acid battery, a nickel-metal hybrid hydrogen battery, and a capacitor .

[0013] In the present disclosure, a "target parameter" means a direct monitoring parameter corresponding to an abnormality flag. In addition, a "related parameter" means a parameter other than the target parameter and related to the abnormality flag. Additionally, a "digital twin" means a model reproducing a vehicle and a battery.

[0014] First Embodiment (Electric vehicle to Which Mobility Countermeasure System is Applied) Fig. 1 is a diagram illustrating a configuration of a railway vehicle drive system in which a storage battery to which an abnormality countermeasure system 1A according to First Embodiment of the present invention is applied is mounted. In the drawings, each of solid lines indicates a power transmission path, each of double lines indicates a torque transmission path, and each of dotted lines indicates a transmission path for a control signal and information such as a sensor value. In electrified sections, the drive system 1A uses power from an overhead contact line to charge the storage battery, while performing driving, and, in nonelectrified sections, the drive system 1A uses power from the storage battery. First, a description will be given of a configuration of the railway vehicle drive system 1A. Note that information includes information indicating actual measured values and a control signal. Arrows illustrated at both ends of each of the dotted lines indicate directions in which such information is transmitted and received. In addition, at least any of components connected by the dotted line is provided with a sensor, and a state numerical value related to the component is sensed by the sensor. Locations where solid lines are drawn are those between an overhead contact line 14 and a pantograph 2, between the pantograph 2 and a converter 5, between the converter 5 and a motor inverter 6, between the converter 5 and an auxiliary machine inverter 10, between the converter 5 and a storage battery device 20, between the motor inverter 6 and a motor 7, between the motor inverter 6 and the auxiliary machine inverter 10, between the inverter 6 and the storage battery device 20, between the auxiliary machine inverter 10 and the storage battery device 20, and between the auxiliary machine inverter 10 and an auxiliary machine 11. Locations where the double lines are drawn are those between the motor 7 and a decelerator 8 and between the decelerator 8 and a wheelset 9. Locations where the dotted lines are drawn are those between a vehicle control device 13 and the pantograph 2, between the vehicle control device 13 and the converter 5, between the vehicle control device 13 and the motor inverter 6, between the vehicle control device 13 and the motor 7, between the vehicle control device 13 and the wheelset 9, between the vehicle control device 13 and the auxiliary machine inverter 10, between the vehicle control device 13 and the auxiliary machine 11, between the vehicle control device 13 and a cab 12, between the vehicle control device 13 and the storage battery device 20, between the vehicle control device 13 and an abnormality countermeasure system 30, between the cab 12 and the abnormality countermeasure system 30, and between the abnormality countermeasure system 30 and a traffic control center 40 of a railway operator. Between the abnormality countermeasure system 30 and the traffic control center 40 of the railway operator, wireless communication is preferably performed.

[0015] The railway vehicle drive system 1A includes the pantograph 2 that connects the drive system 1A to the overhead contact line 14, the converter 5 that convers overhead contact line power to DC power, the motor inverter 6 that converts the DC power to AC power, the motor 7 that outputs a torque for driving a railway vehicle, the decelerator 8 that decelerates the output from the motor 7 and transmits the decelerated output to the wheelset 9, the auxiliary machine inverter 10, the auxiliary machine 11 to be used for lighting, an air conditioner, and the like of the vehicle, the storage battery device 20, the cab 12 that includes a display element and generates a traffic control command in response to a notch operation by a driver, the vehicle control device 13 that generates a control command to the converter 5, the motor inverter 6, and the auxiliary machine inverter 10 on the basis of the traffic control command transmitted from the cab 12, a state of the storage battery device 20, and the like, and the abnormality countermeasure system 30 that analyzes data from at least one of the storage battery device 20 and the vehicle control device 13 and transmits a countermeasure proposal to the cab 12 and to the traffic control center 40 managed by the railway operator.

[0016] The pantograph 2 is a vertically operating electric switch. When the pantograph rises to come into contact with the overhead contact line 14, the DC or AC power supplied from the overhead contact line 14 is supplied to the converter 5 via the pantograph 2. A storage-battery-powered electric railcar runs with the power from the overhead contact line 14 when the pantograph 2 is in contact with the overhead contact line 14, while using the power from the storage battery when the pantograph 2 is not in contact with the overhead contact line 14.

[0017] The converter 5 receives the DC or AC power output from the pantograph 2 as an input thereto, converts the input power to the DC power corresponding to a commanded amount of power, and outputs the DC power. [ 0018] The motor inverter 6 converts the DC power supplied thereto via the converter 5 to three-phase AC power. The motor 7 receives the three-phase AC power output from the motor inverter 6 as an input thereto, converts the three-phase AC power to an axial torque, and outputs the axial torque. The decelerator 8 decelerates a rotational speed of the motor 7 with a combination of gears with different numbers of teeth or the like and uses the axial torque amplified thereby to drive the wheelset 9, thereby accelerating and decelerating the vehicle. To the wheelset 9, a tachometer generator (not shown) for measuring a vehicle speed is attached.

[0019] The auxiliary machine inverter 10 receives the DC power between the converter 5 and the motor inverter 6 as an input thereto, converts the DC power to three-phase AC power, and outputs the three-phase AC power. The auxiliary machine 11 is service equipment for the vehicle lightening, the air conditioner, or the like, and operates with power supplied from the auxiliary machine inverter 10.

[0020] The cab 12 includes the display element that displays a time, the vehicle speed, battery information, and the like and an input device with which the driver inputs the traffic control command or the like to the vehicle control device 13 .

[0021] The storage battery device 20 is a device that stores energy for driving the vehicle. The storage battery device 20 performs charging with the DC power output from the converter 5 and performs discharging to the motor inverter 6 or the auxiliary machine inverter 10. When the vehicle is under generative brake, the storage battery device 20 is charged with the DC power output from the motor inverter 6. The storage battery device 20 includes a battery control device 21. The battery control device 21 measures a state of a storage battery included in the storage battery device 20, while calculating a charging rate and an allowable current (current allowed to flow safely), or communicates with the vehicle control device 13 to make a notification of the storage battery device 20.

[0022] The vehicle control device 13 notifies each of components included in the drive system 1A of information to control the component. For example, the vehicle control device 13 outputs a control signal to the converter 5, the motor inverter 6, and the auxiliary machine inverter 10 on the basis of the traffic control command, the state of the storage battery device 20, a state of the pantograph 2, or the like.

[0023] The abnormality countermeasure system 30 communicates with the storage battery device 20 and with the vehicle control device 13. When the storage battery device 20 or the vehicle control device 13 issues an abnormality flag, the abnormality countermeasure system 30 analyzes the state of the storage battery device 20 or the vehicle control device 13, and transmits an abnormality countermeasure proposal to the cab 12 or to the traffic control center 40 of the railway operator outside the vehicle. The abnormality countermeasure system 30 need not necessarily be independent of the drive system 1A, and may also be included in the vehicle control device 13 or the battery control device 21, or may also be placed at a data center at another location to receive data from the drive system 1A via a wireless device or the like and process the information. The abnormality countermeasure system may also directly collect information not via the vehicle control device 13. For example, the abnormality countermeasure system 30 may also be provided with an information transmission path to each of the components included in the drive system 1A. Alternatively, the abnormality countermeasure system 30 may also be provided with a sensor such as a GPS or a current meter to estimate the state on the basis of a result of measurement therefrom. Still alternatively, the abnormality countermeasure system 30 may also be provided with a means for communication with the outside of the vehicle to collect information from various facilities such as the traffic control center located outside the vehicle or the like.

[0024] The abnormality countermeasure system 30 according to First Embodiment is used in an electric vehicle in which a drive system using the storage battery device 20 is mounted. The abnormality countermeasure system 30 is not limited to an application thereof particularly to a form of a railway vehicle as long as the storage battery device is included in the abnormality countermeasure system 30. Examples of another form include a drive system for a hybrid diesel railcar. Fig. 2 is a diagram illustrating a system configuration of a drive system IB for a hybrid diesel railcar. The hybrid diesel railcar is a railway vehicle that does not use the power from the overhead contact line and runs with power from an engine and the power from the storage battery. A difference from Fig. 1 is that each of the solid lines indicating the power transmission path is drawn between the engine 3 and the power generator 4. In addition, the dotted lines indicating the information transmission path are drawn between the engine 3 and the vehicle control device 13 and between the power generator 4 and the vehicle control device 13. The engine 3 does not constantly operate, and is activated when, e.g., there is an input of a continuous accelerated drive command or a charging rate of the storage battery has decreased. The hybrid-diesel-railcar drive system IB includes the engine 3 and the power generator 4 instead of the overhead contact line 14 and the pantograph 2. The engine 3 outputs the axial torque according to an engine speed command value from the vehicle control device 13. The power generator 4 receives the axial torque input thereto from the engine 3, converts the axial torque to three-phase AC power, and outputs the three-phase AC power. The converter 5 receives the three-phase AC power output from the power generator 4 as an input thereto, converts the three-phase AC power to the DC power corresponding to a commanded amount of power, and outputs the amount of power. The subsequent system configuration is the same as that of the drive system 1A for the storage-battery-powered electric railcar.

[0025] Hereinbelow, the present embodiment will describe a case of the storage-battery-powered electric railcar, but the present disclosure is also applicable to the hybrid diesel railcar, and is also applicable to another electric vehicle in which a storage battery is mounted.

[0026] (Countermeasure Proposal System) Fig. 3 is a block line diagram of a basic operation of the abnormality countermeasure system 30 according to First Embodiment of the present invention. The abnormality countermeasure system 30 has a cause determination unit 31 and a countermeasure proposal unit 32.

[0027] The cause determination unit 31 monitors states of the electric vehicle and the storage battery device 20, analyzes the state of at least one of the electric vehicle and the storage battery device 20 when the abnormality flag is output from at least one of the electric vehicle and the storage battery device 20, and identifies a cause of an abnormality indicated by an abnormality flag Af. The cause determination unit 31 generates a cause weight table Wt on the basis of inputting of the abnormality flag Af and battery data Db each output from the battery control device 21 or the vehicle control device 13 and inputting of vehicle data Dv and weather data Dw in First Embodiment, and outputs the cause weight table Wt to the countermeasure proposal unit 32. While the abnormality flag Af, the battery data Db, the vehicle data Dv, and the weather data Dw are input in the following description, when an abnormality related to a battery occurs, attention is mainly focused on the abnormality flag Af and the battery data Db. The cause determination unit 31 monitors the states of the vehicle control device 13 and the storage battery device 20 on the basis of the abnormality flag Af, the battery data Db, the vehicle data Dv, and the weather data Dw. Note that the abnormality flag Af can also be calculated from the battery data Db. [ 0028] It is to be noted herein that the abnormality flag Af is a flag indicating an abnormality and issued from the battery control device 21 or the vehicle control device 13 of the storage battery device 20. The present embodiment deals with an abnormality related to a battery, and assumes abnormalities such as the over-temperature, over-voltage, excessive charging rate, and the like of the battery sensed in the battery control device 21 and an abnormality of communication with the storage battery device 20 as target abnormalities, but target abnormalities of the abnormality flag Af may also include an abnormality related to vehicle performance sensed in the vehicle control device 13. For example, an abnormality which is a low vehicle acceleration capability may be caused by a low battery voltage or a low battery allowable current, and may be related to a battery abnormality.

[0029] The battery data Db includes battery sensor actual measured values, which are values actually measured by the battery sensor included in the storage battery device 20 and transmitted from the battery control device 21, battery state calculated values, and state data of internal equipment. The battery sensor actual measured values include a battery temperature, which is a temperature of the battery, a battery current, which is a current value output from the battery, a battery voltage, which is a voltage value generated by the battery, and the like. The battery state calculated values include the charging rate of the battery, the allowable current in the battery, a degree of deterioration of the battery, and the like. The state data of the internal equipment includes data related to an operating state or a failed state of a cooling device, a contactor, or the like included in the battery control device 21 or the storage battery device 20.

[0030] The vehicle data Dv includes operating situation signals of the drive system 1A, a sensor actual measured value, a state calculated value, and the like each transmitted from the vehicle control device 13. The operating situation signals include a notch signal and a brake signal each determined by inputting by the cab 12 or automatic calculation by the vehicle control device 13, an up / down signal for the pantograph 2, a signal indicating an operating situation of the auxiliary machine 11, modulation rates of the converter 5, the motor inverter 6, the auxiliary machine inverter 10, and the like. The sensor actual measured values are voltage values and current values of the converter 5, the motor inverter 6, and the auxiliary machine inverter 10, the vehicle speed measured by a speed meter or the like, a location of the vehicle measured by a track circuit or the like, and the like. The state calculated values include an occupancy rate and the like. [ 0031] The weather data Dw is data including an air temperature, an amount of solar radiation, an amount of rain, a wind speed, and the like. These may be actually measured in the vehicle by, e.g., the vehicle control device 13, or may also be data measured at a nearby location outside the vehicle and obtained via the traffic control center 40.

[0032] (Cause Weight Table) The cause weight table Wt includes causes related to a given abnormality flag and weights thereof. The causes are subdivided into causal items, and causal categories and the weights are assigned thereto. Fig. 4 is a diagram illustrating the cause weight table Wt when the abnormality flag indicates a battery over-temperature. The cause determination unit 31 subdivides the causes of the abnormality flag Af by fault tree analysis (FTA) and presents the subdivided causes. Column names "CAUSE 1" to "CAUSE 5" correspond to the fault tree analysis of the battery over-temperature. As shown in Cause 1, the battery over-temperature is primarily caused by a large amount of heat generation or unlikeliness to be cooled, and Cause 1 "Large Amount of Heat Generation" is caused by a high resistance or a heavy battery load, as shown in Cause 2. By subdividing the causes and tracing the resultant subdivided causes, it is possible to arrive at causes embodied to events that can be dealt with in reality, such as battery deterioration, as shown in Cause 3, or rapid acceleration and rapid deceleration, as shown in Cause 5. The column name "CAUSE CATEGORY" indicates to which one of the categories a FTA terminal cause corresponds.

[0033] When the abnormality is the battery over-temperature, the causes are subdivided into cause categories which are: (1) EMERGENT EVENT; (2) ABNORMAL ENVIRONMENT; (3) SEVERE VEHICLE OPERATION METHOD; (4) BATTERY DETERIORATION; (5) INAPPROPRIATE CONTROL PARAMETER; (6) CONTROL PROGRAM MALFUNCTION; and (7) HARDWARE FAILURE. (1) The emergent event indicates a transient event, and includes, e.g., a vehicle stop due to an accident of a host vehicle or another vehicle or the like and over capacity due to a large-scale event. (2) The abnormal environment indicates a state such as an abnormal air temperature or snowfall. (3) The severe vehicle operation method indicates a case where the severe operation method is imposed on the vehicle at normal times, such as when there is no room in a timetable or when the occupancy rate and auxiliary machine power consumption at normal times exceed expected values. (4) The battery deterioration indicates a state where the battery deterioration has progressed, the capacity has decreased, and the resistance has increased. (5) The inappropriate control parameter indicates a state where a parameter used for the operation of the vehicle or the battery is inappropriate, and performance is not satisfactory or an excessive load is placed. (6) The control program malfunction indicates a state where, due to a control program problem, any function has not been performed. At this time, when the program is corrected, the function is performed. (7) The hardware failure indicates a state where any equipment has failed, and the function is not performed. At this time, when hardware is repaired or replaced, the function is performed.

[0034] As described above, the cause determination unit 31 sub-divides the cause of the abnormality flag Af into any: (1) EMERGENT EVENT; (2) ABNORMAL ENVIRONMENT; (3) SEVERE VEHICLE OPERATION METHOD; (4) BATTERY DETERIORATION; (5) INAPPROPRIATE CONTROL PARAMETER; (6) CONTROL PROGRAM MALFUNCTION; AND (7) HARDWARE FAILURE, but the categories need not be limited thereto. A purpose of categorization is to determine details of a countermeasure. By analyzing the state of the vehicle or the storage battery by using data as described above, the cause of the abnormality is identified. Note that categories of a countermeasure proposal corresponding to the cause categories will be described later .

[0035] The countermeasure proposal unit 32 notifies a manager of the electric vehicle of a result of analyzing the cause of the abnormality flag Af and a countermeasure proposal. In other words, the countermeasure proposal unit 32 receives the cause weight table Wt output from the cause determination unit 31 as an input thereto, and outputs countermeasure information Ci to the cab 12 and to the traffic control center 40. The countermeasure information Ci includes the cause analysis result, the countermeasure proposal, and a countermeasure effect. At the cab 12, crew of the electric vehicle is notified of the countermeasure information Ci while, at the traffic control center 40, an electric vehicle business operator is notified of the countermeasure information.

[0036] The cause analysis result is a result of analyzing the abnormality indicated by the abnormality flag, and serves as the basis for calculating the countermeasure proposal and the countermeasure effect. The countermeasure proposal proposes a countermeasure against the cause of the abnormality flag, which is, i.e., a countermeasure against each of the causes in the cause weight table Wt. When the cause is, e.g., the battery deterioration, the countermeasure is battery replacement and, when the cause is, e.g., sudden acceleration or sudden deceleration, the countermeasure is a location where a parameter related to the setting of the acceleration is to be changed and a value after the change. The countermeasure effect indicates an expected effect of how the parameter corresponding to the abnormality flag changes when the countermeasure proposed by the countermeasure proposal is taken. When the countermeasure affects not only an index of the abnormality, but also the states of the vehicle or the battery, influence on the countermeasure is also shown. For example, when the acceleration of the vehicle is reduced, arrival times at the individual stations may be affected thereby.

[0037] (Calculation of Weights for Abnormality Causes) There are a plurality of methods by which the cause determination unit 31 calculates the cause weights in the cause weight table Wt, of which two are introduced in First Embodiment. A first method is a method of performing calculation through a history comparison with previous data. Fig. 5 is an operation block line diagram of a cause determination unit 31 that calculates a cause weight through a history comparison with previous data according to First Embodiment of the present invention. In the first method, the cause determination unit 31 includes a related parameter extraction unit 311, a cause weight calculation unit 312, and a storage region 313. In the storage region 313, previous abnormality flags, battery data, vehicle data, and weather data are recorded. When only unconverted data is simply recorded, an amount of data will be enormous, and therefore it is also possible to apply statistical processing such as maximum, minimum, average, and square mean values according to a property of the data. [ 0038] (First Weight Calculation Method) The related parameter extraction unit 311 has a function of extracting a related parameter corresponding to the abnormality flag, receives the abnormality flag, the battery data, the vehicle data, and the weather data as inputs thereto, selects a target parameter Tpe and a related parameter Rpe in the event of an abnormality, and outputs the target parameter Tpe and the related parameter Rpe. The target parameter mentioned herein is a direct monitoring parameter corresponding to the abnormality flag. Meanwhile, the related parameter is a parameter other than the target parameter, which is a parameter related to the abnormality flag. For example, when the abnormality indicated by the abnormality flag is the battery over-temperature, the target parameter is a battery maximum temperature, and the related parameter is a signal representing an electric current, an air temperature, or an operating situation of the cooling device. As illustrated in Fig. 4, the related parameter is further subdivided according to the FTA. For example, as parameters related to the current, parameters such as a notch signal, an inverter current, a converter current, the occupancy rate, auxiliary machine current consumption, air conditioner current consumption, and the occupancy rate are further extracted to be used as candidates for the related parameter .

[0039] The cause weight calculation unit 312 receives, as inputs thereto, the target parameter Tpe and the related parameter Rpe in the event of an abnormality, which are obtained from the related parameter extraction unit 311, and an abnormality target parameter Tph and an abnormality related parameter Rph, which are previous histories of the target parameter and the related parameter each read from the storage region 313, calculates the cause wight table Wt, and outputs the cause weight table Wt. As a calculation method, it can be considered to check time evolution of a value of the related parameter Rph in the previous history with respect to the target parameter Tph in the previous history, regard the value that exhibits the time evolution as a candidate for the abnormality cause, and add a weight thereto, while calculating a ratio of a value of the related parameter in the event of the abnormality to a value of the related parameter in a previous state before the occurrence of the abnormality and using the value with a high ratio as the weight.

[0040] The cause determination unit 31 checks the history of the parameter related to the abnormality flag and assigns the weight to the parameter that has significantly changed in the history. A description will be given with reference to Fig. 6. Fig. 6 is a diagram illustrating an arithmetic operation performed by a cause weight calculation unit 312 included in the cause determination unit 31. The "DATE" is a date when the parameter was extracted. The "MAXIMUM CELL TEMPERATURE" is a maximum temperature of a battery cell in the battery system. The "CURRENT RMS" is a RMS (root means square value: effective value) of a current flowing in the battery cell, the "OPERATION TIME" is an operation time of a train, and the "MAXIMUM AIR TEMPERATURE" is an air temperature during the operation time. The parameter is acquired herein for each date. When the abnormality is the battery over-temperature, the target parameter Tp is the "MAXIMUM CELL TEMPERATURE", while the related parameters Rp are the "CURRENT RMS", the "OPERATION TIME", and the "MAXIMUM AIR TEMPERATURE". A case where the battery over-temperature occurred on August 15, 2022 is shown. The target parameter Tpe in the event of the abnormality is 55°C as the "MAXIMUM CELL TEMPERATURE", while the related parameters Rpe are 70 as the "CURRENT RMS", 15h as the "OPERATION TIME", and 38°C as the "MAXIMUM AIR TEMPERATURE". In addition, the related parameters Rph on August 13, 2022 and August 14, 2022 in the previous history are shown.

[0041] The cause determination unit checks the history of the parameter related to the abnormality flag described above, and uses a ratio between a previous parameter value and a latest parameter value in the history as the weight mentioned above. The time evolution of the value of the related parameter in the previous history is checked herein. The time evolution of the "CURRENT RMS" is 51 (August 13, 2022), 50 (August 14, 2022), and 70 (August 15, 2022). The time evolution of the "OPERATION TIME" is 15h (August 13, 2022) , 15h (August 14, 2022), and 15h (August 15, 2022) . The "OPERATION TIME" shows a common value. The time evolution of the "MAXIMUM AIR TEMPERATURE" is 35° (August 13, 2022), 36° (August 14, 2022), and 38° (August 15, 2022). When consideration is given to the time evolution from the previous history to the time of abnormality occurrence, the current RMS shows a largest amount of change, and can be considered as a first candidate for the cause of the abnormality. The maximum air temperature showing the second largest amount of change is a second candidate. The operation time shows no amount of change, and is therefore excluded from the candidates for the cause of the abnormality. As a result of calculating respective ratios of the values of the related parameters in the event of the abnormality to the related parameter values in the previous state before the occurrence of the abnormality, the respective ratios of the current RMS, the operation time, and the maximum air temperature are 70 / 50 = 1.4, 15h / 15h = 1, and 38 / 36 « 1.05. Change amounts between the previous history and the time of abnormality occurrence satisfy Current RMS: Operation Time: Maximum Air Temperature = 0.4:0:0.05 = 0.8:0:0.2. Thus, the weight of the candidate for the cause of the abnormality is obtained. Alternatively, the maximum air temperature may also be, e.g., a reciprocal of an air temperature difference with the abnormality occurrence temperature 55°C and, in this case, (1 / 55-38)) / (1 / (55-36)) « 1.12 is satisfied. At this time, the change amounts between the previous history and the time of the abnormality occurrence satisfy Current RMS: Operation Time: Maximum Air Temperature = 0.4:0:0.12 = 0.77:0:0.23 (weights the sum of which is 1) . Thus, the weight of the candidate for the cause of the abnormality may be obtained.

[0042] (Second Weight Calculation Method) As a second method, there is a method using reproduction models (digital twins) of the battery and the vehicle. Fig. 7 is an operation block line diagram of the cause determination unit 31 according to First Embodiment of the present invention when a digital twin is applied thereto. The cause determination unit 31 has the model verification unit 314, a sensitivity calculation unit 315, the cause weight calculation unit 312. The cause determination unit 31 has, as the models, the digital twin of the vehicle and the digital twin of the battery.

[0043] As will be described later, the model verification unit 314 and the sensitivity calculation unit 315 have the digital twins, and perform processing using calculated values, which are outputs from the digital twins. To identify the abnormality cause with the digital twins, it is necessary in the first place to verify whether or not the digital twins represent the actual measured values. Accordingly, the model verification unit 314 has a function of calculating, when state values (calculated values) of the battery and the vehicle which are represented by the digital twins are re-calculated, whether or not the calculated values of the state values match the actual measured values of the state values. In other words, the model verification unit 314 receives the abnormality flag Af, the battery data Db, the vehicle data Dv, and the weather data Dw as inputs thereto, calculates the state values with the digital twins, compares the state values to the actual measured values of the state values, and outputs a comparison result Cr. When it is verified from the comparison result Cr that accuracy of the digital twins has no problem, it is possible to use a sensitivity to each of the parameters calculated by the sensitivity calculation unit 315 as the weight while, when the accuracy of the digital twins has a problem, the abnormality cause is identified from discrepancies between the calculated values and the actual measured values of the digital twins, and the weight is assigned thereto.

[0044] More specifically, the model verification unit 314 has the digital twins of the battery and the vehicle, and recalculates the target parameters and the related parameters of the abnormality flag. The comparison result Cr calculates, for the target parameters and the related parameters of the plurality of abnormality flags, at least parameters to be calculated, parameters used for the calculation, and a result of comparing whether or not the actual measured values thereof coincide with the calculated values. This work reveals whether or not a certain parameter is behaving as per the model, which is effective in detecting, e.g., an equipment failure. For example, the battery temperature can be calculated basically from the air temperature, the current value, the degree of battery deterioration, and the operation situation signal for the cooling device. When the actual measured value of the battery temperature is larger than the calculated value thereof, there is a discrepancy between the digital twin and the real system. This is basically caused by three factors, which are a sensor abnormality, a battery state calculation error, and an equipment failure. The sensor abnormality means that the measured values of the temperature and the current carry noise and show incorrect values. The calculation error of the battery state means that parameters that cannot be directly detected by a sensor and are indirectly calculated by calculation, such as the charging rate or the degree of deterioration, are incorrect. The equipment failure means that an operation signal and a response signal have no problem, but an actual operation has a problem. In the real storage battery device 20, if the measured value of the temperature is different from the calculated value thereof, a temperature sensor and a current sensor rarely have abnormalities, and therefore an investigation can be proceeded with by suspecting a calculation error of the degree of battery deterioration and a failure of the cooling device. In addition, the three causing factors described previously can also be discriminated from behaviors of respective values thereof. For example, when the temperature sensor or the current sensor repetitively alternate between a minimum value on the program calculated by the model and a real value, a contact failure can be suspected. Details of a functional block and the like will be described later. Thus, when there is a discrepancy between the result of the calculation by the digital twin and the actual measured value, the cause determination unit determines any of the sensor abnormality, the battery state calculation error, and the equipment failure. For example, when the actual measured value is larger than in a result of temperature calculation by a battery digital twin 3143, the cause determination unit 31 determines a failure of a fan.

[0045] The sensitivity calculation unit 315 has a function of calculating an intensity (sensitivity) of influence given by a change of each related parameter to the target parameter of the abnormality flag. The sensitivity calculation unit 315 receives the abnormality flag Af, the battery data Db, the vehicle data Dv, and the weather data Dw as inputs thereto, and outputs a sensitivity map Sm of the related parameters. By using the digital twin to calculate the target parameter, while varying the related parameter, and calculating a ratio between an amount of change of the related parameter and an amount of change of the target parameter, it is possible to calculate the sensitivity.

[0046] The cause weight calculation unit 312 has a function of calculating the cause weight and outputting the cause weight table Wt. The cause weight calculation unit 312 receives the comparison result Cr and the sensitivity map Sm of the related parameters as inputs thereto, and calculates the cause weight. In a case where the comparison result Cr proves that there is a discrepancy between the actual measured value and the calculated value, when the sensor error, the battery state calculation error, the equipment failure, or the like is suspected, the weight is intensively assigned to the equipment failure or a problem of a state calculation program. In a case where the comparison result Cr proves that the actual measured value and the calculated value match, the weight is determined from the sensitivity map Sm of the related parameters. [ 0047] Fig. 8 is an operation block line diagram of a model verification unit 314 according to First Embodiment of the present invention. The model verification unit 314 has a vehicle digital twin 3142, the battery digital twin 3143 and a determination unit 3141.

[0048] The vehicle digital twin 3142 has a function of recalculating vehicle data, which is a state value calculated from the model of the vehicle on the basis of actual measurement data, which is an actually measured state value of the vehicle, receives the abnormality flag Af, the battery data Db, the vehicle data Dv, and the weather data Dw as inputs thereto, and outputs an abnormality flag Afcl, which is a calculated value, and vehicle data Dvc, which is a calculated value. For example, an inverter current, a converter current, power consumption, fuel consumption, and the like are re-calculated from the vehicle speed, the notch information, and the brake signal.

[0049] The battery digital twin 3143 has a function of recalculating the battery data, which is a state value calculated from the model of the battery on the basis of actual measured data, which is an actually measured state value of the battery, receives the abnormality flag Af, the battery data Db, the vehicle data Dv, and the weather data as inputs thereto, and outputs an abnormality flag Afc2, which is a calculated value, and battery data Dbc, which is a calculated value. For example, a battery temperature is calculated from signals representing the battery current, the air temperature, the degree of deterioration, and the operating situation of the cooling device. Alternatively, the battery data Dbc may also include a speed of deterioration of the battery under input use conditions.

[0050] In the vehicle digital twin 3142 and the battery digital twin 3143 also, when all the parameters are recalculated, an amount of calculation becomes enormous, and therefore it may also be possible to use a configuration having a calculation target specification unit 31431 that limits calculation locations in correspondence to the abnormality flag, as will be described later. [ 0051] The determination unit 3141 has a function of determining a match between the actual measured value and the calculated value, receives the abnormality flag AFc, the vehicle data Dvc, and the battery data Dbc as inputs thereto, and outputs the comparison result Cr. A match between actual measurement and calculation is determined depending on, e.g., whether or not a range of accuracy given in advance to each calculation method is exceeded. The accuracy can be set by comparing the actual measured values with the calculated values from the digital twins with timing with which all the equipment is normally operating. Note that the abnormality flag Afcl output from the vehicle digital twin 3142 and the abnormality flag Afc2 output from the battery digital twin 3143 need not necessarily be the same. In First Embodiment, the description has been given of the case where an abnormality has occurred in the battery, and therefore the determination unit 3141 can make a determination on the basis of the abnormality flag AFc2 output from the battery digital twin 3143, but the present disclosure is not limited thereto. It may also be possible that the determination unit 3141 determines an abnormality in the entire vehicle on the basis of the both abnormality flags .

[0052] (Sensitivity Calculation Method) Fig. 9 is an operation block line diagram of a sensitivity calculation unit 315 according to First Embodiment of the present invention. The cause determination unit 31 calculates a sensitivity of the abnormality flag Af to the target parameter by minutely changing the parameter related to the abnormality flag Af to calculate the weight of the cause of the abnormality flag Af. A description will be given with reference to Fig. 9. The sensitivity calculation unit 315 has a minute change generation unit 3152, the vehicle digital twin 3142,the battery digital twin 3143 and a sensitivity map generation unit 3151. Note that the vehicle digital twin 3142 and the battery digital twin 3143 are the same as those provided in the model verification unit 314, but also have a function in the sensitivity calculation unit 315, as will be described later. Alternatively, the vehicle digital twin 3142 and the battery digital twin 3143 may also be included in the abnormality countermeasure system 30 on a one-by-one basis and thereby have configurations common to the model verification unit 314 and the sensitivity calculation unit 315, or may also be provided, respectively, as separate configurations in the model verification unit 314 and the sensitivity calculation unit 315.

[0053] The minute change generation unit 3152 has a function of calculating minute change data to be input to the vehicle digital twin 3142 and the battery digital twin 3143, receives the abnormality flag Af, the battery data Db, the vehicle data Dv, and the weather data Dw as inputs thereto, and outputs minute change battery data ADb, minute change vehicle data ADv, and minute change weather data ADw, which are data sets obtained by minutely changing the input data sets. In general, there are an infinite number of target parameters to be minutely changed and methods of determining quantities of minute changes and, in a case of, e.g., preliminarily determining the parameters to be changed, quantities of changes, and a ratio in correspondence to the abnormality flag Af, a calculation load can be reduced.

[0054] The vehicle digital twin 3142 has a function of recalculating the vehicle data on the basis of the minute change data, receives the abnormality flag Af, the minute change battery data ADb, the minute change vehicle data ADv, and the minute change weather data ADw as inputs thereto, and outputs a target parameter Tpcl and minute change battery data ADbc, which are calculated values corresponding to the input data. The minute change battery data ADbc output herein is minute change battery data that has changed under the influence of the minute change vehicle data ADv and the minute change weather data ADw. For example, when a vehicle notch changes, the battery current is also affected thereby, and therefore the minute change battery data is also changed.

[0055] The battery digital twin 3143 has a function of recalculating the battery data on the basis of the minute change data, receives the abnormality flag Afc, the minute change battery data ADb, the minute change vehicle data ADv, and the minute change weather data ADw as inputs thereto, and outputs a target parameter Tpc2, which is a calculated value corresponding to the input data.

[0056] The sensitivity map generation unit 3151 has a function of calculating the sensitivities of the related parameters to the target parameters from a calculation result from the digital twin, receives the abnormality flag Afc, the minute change battery data ADb, the minute change vehicle data ADv, the minute change weather data ADw, and the target parameters Tpcl and Tpc2 as inputs thereto, and outputs the sensitivity map Sm of the related parameters. When it is assumed that, e.g., for a given abnormality flag, the target parameter i has changed by AXi with respect to the minute change amount AXk of the related parameter k, the sensitivity map Sm of the related parameters may appropriately calculate the sensitivity as Sensitivity = AXi / AXk.

[0057] (Configuration of Battery Digital Twin) Fig. 10 is a diagram illustrating an example of an operation block line diagram of the battery digital twin 3143 according to First Embodiment of the present invention. The battery digital twin 3143 has the calculation target specification unit 31431, a temperature model 31432, a closed circuit voltage model 31433, a charging rate model 31434 and a deterioration degree model 31435. The battery digital twin that calculates the storage battery device 20 includes the temperature model 31432, the closed circuit voltage model 31433, the charging rate model 31434, and the deterioration degree model 31435. In other words, it can also be said that the battery digital twin 3143 calculates the battery temperature, a closed circuit voltage, and the charging rate. [ 0058] The calculation target specification unit 31431 is a switch that limits the calculated location in correspondence to the abnormality flag in order to reduce an arithmetic operation load, receives the abnormality flag Af as an input thereto, and selects the model to be subjected to an arithmetic operation. For example, in the event of an overtemperature abnormality, the temperature model 31432 and the deterioration degree model 31435 are validated. When there is a margin for the calculation load, the closed circuit voltage model 31433 and the charging rate model 31434 may also be validated.

[0059] The temperature model 31432 has a function of calculating the battery temperature, receives the battery data Db, the vehicle data Dv, and the weather data Dw as inputs thereto, and outputs the battery temperature Bt. The battery temperature Bt can be calculated by, e.g., calculating the amount of heat generation from a current value and using a heat circuit network model of the storage battery device 20.

[0060] The closed circuit voltage model 31433 has a function of calculating the closed circuit voltage of the battery, receives the battery data, the vehicle data, and the weather data as inputs thereto, and outputs a closed circuit voltage Cv. A method of calculating the closed circuit voltage Cv from the charging rate, the battery temperature, the current temperature, and the battery resistance is well known, and can appropriately be used for the present embodiment.

[0061] The charging rate model 31434 has a function of calculating the charging rate of the battery, receives the battery data, the vehicle data, and the weather data as inputs thereto, and outputs a charging rate Sc. A method of calculating the charging rate Sc from the battery voltage and the current value is well known, and can appropriately be used for the present embodiment. [ 0062] The deterioration degree model 31435 has a function of calculating a battery deterioration degree Dd, receives the battery data, the vehicle data, and the weather data as inputs thereto, and outputs the deterioration degree. It is known that the deterioration of the battery causes both of a capacity decrease phenomenon and a resistance increase phenomenon, both of which are targeted. A method of calculating the deterioration degree Dd from the voltage, the current, the charging rate, the temperature, and the like is well known, and can appropriately be used for the present embodiment.

[0063] All of these models may calculate representative values, such as an average value, a maximum value, and a minimum value for all the battery cells in the storage battery device 20, and may also perform individual calculation for each of the battery cells in the storage battery device 20 as long as the calculation load tolerates that. As long as the individual calculation can be performed, it is possible to perform a more detailed analysis of a location and a cause of the occurred abnormality flag Af. [ 0064] The battery digital twin 3143 is a model that reproduces the state of the storage battery device 20, and is therefore not limited to a configuration including the four models described above in the present embodiment, and can be configured to include another model. For example, a model that calculates auxiliary machine power consumption of the storage battery device 20, a model that calculates a calculation load of the battery control device 21, a model that calculates a stress of a housing of the storage battery device 20, or the like can be listed.

[0065] Thus, a large number of models that represent the state of the storage battery device 20 can be considered, and most representative abnormalities are the overtemperature, the over-voltage, and the excessive charging rate. These are detected on the basis of the battery temperature, the closed circuit voltage, and the charging rate, and therefore at least these three need only to be calculated.

[0066] The over-temperature refers to the temperature of the battery reaching a high temperature or a low temperature so as to fall out of a use range of the storage battery device 20. The high temperature is basically caused by a high air temperature and a high battery load, while the low temperature is caused by a low air temperature.

[0067] The over-voltage refers to the closed circuit voltage of the battery reaching a high voltage or a low voltage so as to fall out of a specification range of the storage battery device 20. The closed circuit voltage refers to a voltage between positive and negative electrodes during energization of the battery. An excessively high voltage is caused during charging of the battery, while an excessively low voltage is caused during discharging of the battery. [ 0068] The excessive charging rate refers to the charging rate of the battery reaching a high charging rate or a low charging rate so as to fall out of the use range of the storage battery device 20. The charging rate corresponds one-to-one to the voltage (open circuit voltage) in a nocurrent state of the battery. An event in which the charging rate becomes excessively low corresponds to a lack of energy, which is referred to as power shortage, and, when the power shortage occurs in a storage-battery-powered electric railcar, the storage-battery-powered electric railcar comes into an undrivable state. Note that an excess to a high charging rate side needs an operation of performing charging over a specification upper limit, and therefore does not occur in principle unless there is a control error.

[0069] Note that, in the vehicle digital twin 3142 also, in the same manner as in the battery digital twin 3143, the calculation models that calculate the important parameters of the vehicle are included. For example, as the vehicle digital twin, a model that calculates an inverter current from notch and speed information or the like may appropriately be selected and used.

[0070] (Example of Sensitivity Map) Fig. 11 is a diagram illustrating an example of a sensitivity map Sm when an abnormality flag indicates a battery over-temperature. Fig. 11(a) is a sensitivity map that shows the sensitivities of the related parameters to a maximum cell temperature, which is the target parameter. As the related parameters, the current RMS, the maximum air temperature, and the operation time of the battery are listed, and the respective sensitivities thereof are 0.7, 0.2, and 0.1. Fig. 11(b) is a sensitivity map of the current RMS, which is the related parameter. As the related parameters, a rapid charging current, an air conditioner operation time, acceleration performance of the vehicle, a braking amount of the vehicle are listed, and the respective sensitivities thereof are 0.1, 0.3, 0.5, and 0.1. Fig. 11(c) is a sensitivity map of an air conditioner operation, which is the related parameter. As the related parameters, a set temperature and the maximum air temperature are listed, and the respective sensitivities thereof are 0.6 and 0.4. Note that the sensitivities shown herein have been normalized, but the sensitivities are not limited thereto. [ 0071] When a sensitivity map of the maximum cell temperature, which is the target parameter, is to be referenced, as illustrated in Fig. 11(a), the related parameter with the highest sensitivity is the current RMS. Subsequently, when a sensitivity map of the current RMS is to be referenced, as illustrated in Fig. 11(b), the related parameter with the highest sensitivity is the air conditioner operation time. Subsequently, when a sensitivity map of the air conditioner operation is to be referenced, as illustrated in Fig. 11(c), the related parameter with the highest sensitivity is the set temperature. By thus tree-diagrammatically following the related parameters with high sensitivities, it is possible to specify the parameters that allow the countermeasure to be taken.

[0072] (Countermeasure Proposal System - Changeable Range Calculation Unit) Fig. 12 is an operation block line diagram of a countermeasure proposal unit 32 according to First Embodiment of the present invention. The countermeasure proposal unit 32 has a changeable range calculation unit 321, a countermeasure effect calculation unit 322 and a proposal determination unit 323.

[0073] The countermeasure proposal unit 32 sets changeable ranges for the parameters related to the abnormality flag Af, and places proposal values to which the parameters are to be changed within the changeable ranges. More specifically, the changeable range calculation unit 321 has a function of calculating, when changing the control methods of the battery and the vehicle as a countermeasure, to which extent the control methods can be changed, receives the cause weight table Wt and previous data Pd described later as inputs thereto, and outputs a parameter changeable range Vr. It is to be noted herein that, even when it is effective to change control parameters of the storage battery device 20 from the cause weight table Wt, the changeable ranges thereof are limited. The changeable range calculation unit 321 specifies the changeable ranges for the related parameters to which the weights are set from the cause weight table Wt. There are two bases for specifying the changeable ranges, of which the first one is that the respective changeable ranges of the related parameters have individual limits and the second one is that, by changing the related parameters, different problems occur or specifications deviate.

[0074] With regard to the first specification basis, for the related parameters, the changeable ranges are individually determined. When any of the related parameters is related to occurrence of an accident or is the weather data Dw, the accident and an abnormal weather cannot be operated, and therefore the related parameter corresponding to the cause cannot be changed. The timetable and the occupancy rate have limits of adjusted ranges resulting from preliminary adjustment by a railway operator. In a case of the battery deterioration degree, an improvement value of the battery deterioration degree is limited depending on whether or not a replacement battery is available or when a replacement product is second-hand.

[0075] The second specification basis should be verified for changes in all the related parameters. The countermeasure proposal unit 32 sets the changeable ranges on the basis of whether or not degradation of the target parameters of the abnormality flag other than the abnormality flag that has occurred are within thresholds. The countermeasure proposal unit 32 performs verification by re-calculating the abnormality flag from the data on the vehicle and the battery, more specifically by normally inputting vectors of the related parameters to be verified to the vehicle digital twin and the battery digital twin and re-calculating the target parameters corresponding to all the abnormality flags. For example, against the battery over-temperature and over-voltage, a countermeasure that reduces the current value of the battery is effective, but the countermeasure has a possibility that dynamic performance of the vehicle deteriorates and the timetable can no longer be kept. Likewise, against the power shortage, a countermeasure that increases a battery charging speed may be effective, but the countermeasure may result in the battery over-temperature. Conditions under which another problem occurs differ depending on a use environment, and therefore it is necessary to reference and verify the previous data Pd. The previous data Pd mentioned herein is data recording previously occurred problems and the state values of the battery and the vehicle at the times when the problems occurred. In addition, the changeable range calculation unit 321 takes the previous data stored in the storage region 313 into consideration, and then specifies the changeable ranges for the related parameters based on the specification basis. Note that the storage region 313 has a configuration common to that of the cause determination unit 31, but is not limited thereto. It may also be possible to provide the cause determination unit 31 and the countermeasure proposal unit 32 with separate storage regions .

[0076] The changeable range of each of the related parameters becomes a range obtained by overlapping the changeable ranges based on the foregoing two specification bases on each other. [ 0077] (Abnormality Countermeasure System - Countermeasure Effect Calculation Unit) In general, weights for the abnormality countermeasures are effective in simultaneously changing a plurality of control items, and therefore the changeable ranges Vr of the related parameters are in multi-order map formats in which the plurality of related parameters are simultaneously changed. [ 0078] The countermeasure effect calculation unit 322 has a function of calculating the values of the target parameters for an abnormality other than values of the target parameters when the related parameters are adjusted within the changeable ranges Vr of the related parameters, receives the cause weight table Wt, the changeable range Vr of the related parameters, and the previous data Pd as inputs thereto, and outputs a countermeasure effect map Cm. The countermeasure effect map Cm includes vectors of the plurality of related parameters, values of the target parameters at that time, and values of other target parameters. The other target parameters refer to target parameters other than the target parameters of the abnormality flag. For example, when the abnormality flag is the over-temperature and the countermeasure is changing of the electric current, calculation of the target parameters against another problem, such as the charging rate or keeping of the timetable, is referred to. Note that the previous data Pd used by the countermeasure effect calculation unit 322 is obtained by, e.g., storing changes occurred in the target parameters in association when the countermeasure is taken on the related parameters. The changes may have values statistically shown, or may also have theoretical values.

[0079] The proposal determination unit 323 has a function of determining details of a proposal made to the cab 12 and the traffic control center 40, receives the cause weight table Wt and the countermeasure effect map Cm as inputs thereto, and outputs the countermeasure information Ci including a cause analysis result, a countermeasure proposal, and a countermeasure effect. As the countermeasure proposal, a portion with a heavy weight in the cause weight table Wt is selected, but the cause of a given abnormality flag is subdivided and weights indicating degrees of influence are assigned to the individual subdivided causes as illustrated in Fig. 4 and, in addition, there are generally a plurality of effective measures against one cause as illustrated in Fig. 12 described later. As a result, the details presented by the cause determination unit 31 may include a plurality of causes and countermeasures.

[0080] A result of parameter changes after the countermeasures, such as a continuous quantity change, is proposed under the condition that the result of the parameter changes act on the target parameters of the abnormality flag in the countermeasure effect map Cm and that a range of degradation of the target parameters against another abnormality falls within an allowable range. To the proposal determination unit 323, not only vehicle and battery performance constraints, but also the number of replaceable components and a commercial constraint such as a maintenance schedule may also be input to be reflected on the details of the proposal. Information related to the number of the components and the constraint may also be stored in, e.g., the storage region 313 and extracted by the proposal determination unit 323 as necessary. The countermeasure effect is reported as an effect of improving the target parameters or an effect of degrading the target parameters of the other abnormality under the condition mentioned above. Cause result analysis is proposed as an output from the cause weight table Wt. [ 0081] (Cause and Countermeasure Categorization) Fig. 13 is a diagram illustrating an effective countermeasure table indicating countermeasures corresponding to a cause category in association according to First Embodiment of the present invention. In the same manner that there are a plurality of causes of a given abnormality flag as illustrated in Fig. 4, the effective countermeasure against the one subdivided cause is not limited to one. An effective countermeasure table in Fig. 13 is obtained by generally organizing the effective countermeasures against cause categories. While there are seven cause categories, there are five effective countermeasure categories. Note that the table shows a mere example, and is not necessarily limited to this combination.

[0082] The first countermeasure category is (A) CHANGING OF VEHICLE OPERATION METHOD AND / OR CONTROL PARAMETER UNDER SPECIAL CONDITION. The category (A) countermeasure is a method of changing the vehicle operation method and control method only under the same condition as that when the abnormality flag has occurred. The category (A) countermeasure is effective in a case of the cause categories (1) EMERGENT EVENT and (2) ABNORMAL ENVIRONMENT. In other words, when the cause is categorized into either of (1) EMERGENT EVENT and (2) ABNORMAL ENVIRONMENT, the countermeasure proposal unit 32 proposes a change to the vehicle operation method or the control parameter under the special condition. This is because conditions such as the emergent event and abnormal environment due to an accident or the like are extreme conditions, and rarely occur. Under such conditions, a requirement differs from that during normal operation. For example, a requirement is to only safely arrive at a nearest major station, and acceleration performance much lower than that at normal times is allowed. Examples of a specific countermeasure include adopting a special timetable specialized in arriving at the nearest major station, a special power use method that supplies power only to equipment required to arrive at the nearest major station, control parameters appropriate for these special timetable and power use method, and the like. Note that the control parameters are not limited to the parameters for controlling the vehicle control device 13 and the battery control device 21, and also include a manually operated parameter such as vehicle acceleration. The vehicle operation method and the control parameter change under the special condition significantly limit operation at normal times when applied during the normal operation, and are therefore performed only under the special condition.

[0083] The second countermeasure category is (B) CHANGING OF VEHICLE OPERATION METHOD. The category (B) countermeasure is not limited to the time when the abnormality flag has occurred, but is also proposed even at normal times. In other words, the vehicle operation method is a vehicle provision service determined by a business operator. The category (B) countermeasure is effective in the cause categories (2) ABNORMAL ENVIRONMENT, (3) SEVER VEHICLE OPERATION METHOD, and (4) BATTERY DETERIORATION. Examples of a specific countermeasure include relaxing of the timetable, a reduction in occupancy rate, and a reduction in power used by auxiliary machines. The relaxing of the timetable refers to a reduction in travel distance per day, an increase of a stop time at a charging station, load balancing between train units, and the like. The following description can be given to prove that the category (B) countermeasure is effective not only in the cause category (3) , but also the cause categories (2) and (4) . In other words, in the cause category (2), as long as the timetable which is established even in an abnormal environment is prepared in advance, no confusion occurs in the timetable in the event of the abnormal environment . Additionally, a change to a timetable considering the abnormal environment that has occurred once causes no confusion or minimizes confusion even in the same abnormal environment. In the cause category (4), even when a problem has been caused by the battery deterioration, the vehicle can run by relaxing the timetable, and it is possible to continue the vehicle operation, while postponing costly battery replacement.

[0084] The third countermeasure category is (C) CHANGING OF CONTROL PARAMETER. The category (C) countermeasure is not limited to the time when the abnormality flag has occurred, and is also proposed even at normal times. The control parameters are not limited to the parameters for controlling the vehicle control device 13 and the battery control device 21, but also include a manually operated parameter, such as vehicle acceleration. Unlike relaxing of the vehicle operation method in the category (B), a control parameter change does not require changing of the vehicle operation method, i.e., the vehicle provision service determined by the business operator. In the category (C) countermeasure, it is proposed to change the control parameters, while maintaining the vehicle operation method. The category (C) countermeasure, which is capable of improving a situation against various causes without changing the vehicle operation method, is effective in the cause categories except for the cause category (7) HARDWARE FAILURE. Examples of regular control parameters include the vehicle acceleration, a charging speed, an objective charging rate, a cooling device operation command, and the like. In the cause categories (1) and (3), control parameters that can handle the emergent event or the abnormal environment may be used in advance or control parameters considering the emergent event or the abnormal environment that has occurred once may be used appropriately. More specifically, such control parameters as to increase the charging rate at normal times in order to avoid power shortage or reduce the charging speed in order to avoid an abnormally high temperature may be used appropriately.

[0085] The fourth countermeasure category is (D) REPAIR OF DEFECTIVE SOFTWARE AND DEFECTIVE EQUIPMENT. The category (D) countermeasure is to repair defective software that does not operate due to a bug or equipment that has failed and become defective as hardware. With regard to the defective software, there is a case where a software problem occurs in control of cooling equipment for the storage battery or a control software operation for protecting the storage battery, and an intended operation is not performed. With regard to the hardware failure, a hardware problem may occur in, e.g., the cooling equipment for the storage battery, a contactor, an auxiliary machine power source, various control substrates, a connector, various sensors, or the like. This countermeasure is prioritized since an abnormality is caused by the problem and the equipment cannot demonstrate performance as designed and since the repair does not cause the performance deterioration of the vehicle and requires no restriction on the operation of the vehicle. The category (D) countermeasure is effective for the cause category (6) CONTROL PROGRAM MALFUNCTION and (7) HARDWARE FAILURE. In other words, the countermeasure proposal unit 32 prioritizes the addressing of the cause when the cause is categorized into either of (6) CONTROL PROGRAM MALFUNCTION and (7) HARDWARE FAILURE. Note that the equipment with malfunction may also be replaced with a new product or a spare product, and then repaired.

[0086] The fifth countermeasure category is (E) BATTERY REPLACEMENT. The category (E) countermeasure is to replace the considerably deteriorated battery in the vehicle with a less deteriorated battery. Since battery replacement requires significant cost, when another countermeasure that requires no vehicle operation method change is available, the other countermeasure is prioritized.

[0087] As has been described heretofore, the countermeasure proposal includes any of the categories which are changing of the vehicle operation method and / or control parameter under the special condition, changing of a permanent vehicle operation method, changing of a permanent control parameter, repair of the defective software and defective equipment, and replacement of the deteriorated storage battery. In other words, the countermeasure proposal unit 32 proposes a plurality of countermeasures against each of the individual causes of the abnormality flag Af.

[0088] (Countermeasure Effect Map) Fig. 14 is a diagram illustrating an example of a countermeasure effect map Cm. The countermeasure effect map Cm when, with respect to the target parameters of the battery over-temperature, two related parameters are extracted is schematically illustrated herein. "COUNTERMEASURE A IS TAKEN" or "COUNTERMEASURE A IS NOT TAKEN" for the target parameters of the battery overtemperature indicates that a countermeasure for a given related parameter is taken or not taken. Meanwhile, "COUNTERMEASURE B IS TAKEN" or "COUNTERMEASURE B IS NOT TAKEN" indicates that a countermeasure for another related parameter is taken or not taken. It is shown that, when "COUNTERMEASURE a IS TAKEN" and "COUNTERMEASURE b IS NOT TAKEN" as the countermeasure effect, the battery temperature decreases by 10°C. It is also shown that, when "COUNTERMEASURE a IS NOT TAKEN" and "COUNTERMEASURE b IS TAKEN", the battery temperature decreases by 5°C. In the countermeasure effect calculation unit 322, the countermeasure a and the countermeasure b are set on the basis of the changeable range Vr for the related parameters, while the countermeasure effect is calculated on the basis of the previous data Rd.

[0089] (Countermeasure Information) Fig. 15 is a diagram illustrating an example when countermeasure information Ci is displayed. This is information output from the abnormality countermeasure system 30, which is displayed on the display unit of the cab 12 or of which the traffic control center 40 is notified. In the display, information is shown in different items "PRIORITY", "COUNTERMEASURE", and "EFFECT". The item "PRIORITY" indicates a recommended execution order. For example, the priorities are shown in order of decreasing effects exerted on the abnormality on the basis of the countermeasure effect map Cm. The item "COUNTERMEASURE" shows what is performed by a crewman who operates the cab 12 and the railway operator who manages the traffic control center 40. The item "EFFECT" shows an effect expected to be achieved by the countermeasure.

[0090] For example, at PRIORITY 1, as the countermeasure, "PLEASE CHANGE RAPID CHARGING CURRENT FROM CURRENT X[A] TO Y[A]" is shown. As the countermeasure, it is indicated herein to change a current value of the rapid charging current. In addition, it is also indicated that, while the countermeasure information Ci includes the cause analysis result, the countermeasure proposal, and the countermeasure effect, at PRIORITY 1, the cause is the rapid charging current. [ 0091] Additionally, as the effect of the countermeasure at PRIORITY 1, it is indicated that "CONSEQUENTLY, MAXIMUM BATTERY TEMPERATURE DECREASES FROM XI °C TO Y1°C UNDER AIR TEMPERATURE CONDITION TODAY, AUGUST 15". As the temperature degradation is specifically shown, a quantitative effect of the countermeasure proposal is reported. The same applies also to cases of PRIORITIES 2 and 3.

[0092] At PRIORITY 2, a countermeasure such that "PLEASE INCREASE VEHICLE STOP TIME BY 30 SECONDS IN TIMETABLE" is shown. A proposal to ease the vehicle operation method is also included. At PRIORITY 3, a countermeasure such that "PLEASE REPLACE BATTERY WITH NEW ONE" is indicated. The crewman and the railway operator can recognize that the cause of the abnormality of the battery over-temperature is the battery.

[0093] (Function and Effect) As has been described heretofore, in the present embodiment, in the event of an abnormality in the storage battery device 20 of the vehicle, the crewman and the railway operator can identify not only the abnormality location, but also the cause of the abnormality without requiring data scrutiny by an expertise engineer, and can acquire a countermeasure corresponding to the cause and including an operation method change. Thus, according to the present invention, in the event of an abnormality in the storage battery system of an electric vehicle, it is possible to identify not only the abnormality location, but also the cause of the abnormality, and acquire the countermeasure including the operation method change.

[0094] Second Embodiment In First Embodiment, an abnormality flag is handled as being correct. Meanwhile, during actual operation, the vehicle control device 13 and the battery control device 21 may erroneously calculate the abnormality flag. In addition, when a plurality of abnormalities have simultaneously occurred, the abnormality flag does not represent all the events thereof, and there are cases where only the abnormality flag corresponding to the event that has occurred first or the most serious event is output, and consequently some of the abnormality events are not recognized.

[0095] Therefore, Second Embodiment performs true / false determination on the abnormality flag. An abnormality countermeasure system 30a in Second Embodiment is different from the abnormality countermeasure system 30 in First Embodiment in that the abnormality countermeasure system 30a performs the true / false determination before inputting the abnormality flag to the cause determination unit 31. Fig. 16 is an operation block line diagram of an abnormality countermeasure system 30a having a true / false determination unit 33 according to Second Embodiment of the present invention . In Second Embodiment, a structure and an operation of the abnormality countermeasure system 30a are the same as those in First Embodiment unless otherwise particularly stated. In the following description, to components which are the same as or equivalent to those in First Embodiment described above, the same signs are assigned, and a description thereof is simplified or omitted.

[0096] In Second Embodiment, it is assumed that the abnormality flag Af, the battery data Db, the vehicle data Dv, and the weather data Dw are stored in the storage region 313, and correlation information between the individual data sets, which are the abnormality flag Af, the battery data Db, the vehicle data Dv, and the weather data Dw, is stored. [ 0097] A true / false determination unit 33 continuously acquires the abnormality flag Af, the battery data Db, the vehicle data Dv, and the weather data Dw according to a predetermined period. At this time, the true / false determination unit 33 determines that any of the battery data Db, the vehicle data Dv, and the weather data Dw has changed beyond a predetermined range, and senses a case where the abnormality indicated by the abnormality flag Af has no change even when there is the change. At this time, the true / false determination unit 33 determines that the abnormality flag Af is false, and outputs true / false determination information Ji of the abnormality flag. [ 0098] In addition, at a time when it is determined that any of the battery data Db, the vehicle data Dv, and the weather data Dw has changed beyond the predetermined range on the basis of the correlation information in the storage region 313, the true / false determination unit 33 extracts respective abnormality flags corresponding to the battery data Db, the vehicle data Dv, and the weather data Dw. When the abnormality flags extracted from the respective correlation information sets of the three data sets are common to each other, the true / false determination unit 33 outputs a scrutiny abnormality flag sAf. The cause determination unit 31 calculates the cause weight table Wt on the basis of the scrutiny abnormality flag sAf .

[0099] Note that, when the abnormality flags extracted from the respective correlation information sets of the three data sets are not common to each other, the true / false determination unit 33 does not output the scrutiny abnormality flag sAf . When receiving the true / false determination information Ji, the cause determination unit 31 does not generate the cause weight table Wt. The cause determination unit 31 generates the cause weight table Wt on the basis of the scrutiny abnormality flag sAf, the battery data Db, the vehicle data Dv, and the weather data Dw which are sent in the next period.

[0100] (Function and Effect) A configuration shown in Second Embodiment allows an error in the abnormality flag to be corrected, and allows a countermeasure proposal to be made to each of all the correct abnormality flags.

[0101] Third Embodiment In First Embodiment, the countermeasure proposal is transmitted to the traffic control center 40 of the railway operator to manually switch the vehicle operation method and the control program. Meanwhile, the abnormality countermeasure system 30 is in a communicating state with the vehicle control device 13 and the battery control device 21. Therefore, in Third Embodiment, an abnormality countermeasure system 30b changes control constants for the electric vehicle and the battery control device 21 that correspond to the countermeasure proposal.

[0102] Fig. 17 is an operation block line diagram of an abnormality countermeasure system 30b having a control constant changing unit 34 according to Third Embodiment of the present invention. In Third Embodiment, a structure and an operation of the abnormality countermeasure system 30b are the same as those in First Embodiment unless otherwise particularly stated. In the following description, to components which are the same as or equivalent to those in First Embodiment described above, the same signs are assigned, and a description thereof is simplified or omitted .

[0103] A control constant changing unit 34 outputs a change signal Cs, which is a signal giving an instruction to change the control constants for the vehicle control device 13 and the battery control device 21. The control constant changing unit 34 receives information included in the countermeasure information Ci and related to the countermeasure proposal as well as a change permission command Ps as inputs thereto, and outputs the change signal Cs. The change signal Cs is a signal that changes the control constants for the vehicle control device 13 and the battery control device 21 according to details of the countermeasure proposal. [ 0104] It is to be noted herein that the change signal Cs is normally a signal specific to each of the control devices and based on specifications of the control device, it is difficult for the business operator to solely use the change signal without cooperation of the maker, and the number of steps of directly accessing the equipment in the vehicle is required for the changing. Not all the countermeasure proposals, such as a hardware failure, can be handled by using the signal to change the control constants, and only the items managed with the constants can be changed.

[0105] The change permission command Ps is a command that permits the control constant changing unit 34 to change the control constants according to the countermeasure proposal. The change permission command Ps may be output after a confirmation by a person in charge at the traffic control center 40 of the railway operator, or may also be automatically output when the countermeasure proposal of the countermeasure information Ci is input from the abnormality countermeasure system 30b.

[0106] (Function and Effect) A configuration shown in Third Embodiment allows the traffic control center 40 of the railway operator to promptly and remotely take a control constant changing countermeasure for the vehicle control device 13 and the battery control device 21 in the vehicle.

[0107] Fourth Embodiment In First Embodiment, a series of the countermeasures are taken after the occurrence of the abnormality flag. Meanwhile, a large number of abnormality flags are issued when continuous quantities such as the battery temperature exceed thresholds, and future dates when abnormalities will occur can be predicted from a tendency of past data. Diagnosing future occurrences of abnormalities from existing data in this manner is referred to as abnormality sign diagnosis. sensing occurrence of an abnormality flag before the abnormality flag occurs by the abnormality sign diagnosis and taking a countermeasure in advance, the vehicle is not stopped by the abnormality, and it is possible to schedule vehicle maintenance for the countermeasure with time to spare. Therefore, in Fourth Embodiment, the abnormality countermeasure system 30c makes a countermeasure proposal not with the abnormality flag, but by issuing a sign flag that predicts occurrence of an abnormality. [ 0108] Fig. 18 is an operation block line diagram of an abnormality countermeasure system 30c having an abnormality sign diagnosis unit 35 according to Fourth Embodiment of the present invention. In Fourth Embodiment, a structure and an operation of the abnormality countermeasure system 30c are the same as those in First Embodiment unless otherwise particularly stated. In the following description, to components which are the same as or equivalent to those in First Embodiment described above, the same signs are assigned, and a description thereof is simplified or omitted .

[0109] The cause determination unit predicts the occurrence of the abnormality from data in the control device, and issues the sign flag. More specifically, the abnormality sign diagnosis unit 35 has a function of sensing a sign of an abnormality, receives the battery data Db, the vehicle data Dv, the weather data Dq, and the previous data Pd read from the storage region 313 as inputs thereto, and outputs a sign flag Sf. The sign of the abnormality is such that, in a case of, e.g., the over-temperature abnormality, relationships between daily maximum temperatures of the battery temperature and maximum air temperatures are plotted on the basis of the previous data Pd and future values are predicted and, when a threshold temperature is exceeded, it is determined that an abnormality will occur.

[0110] A sign flag Si is a flag which predicts occurrence of an abnormality and indicates a sign of the occurrence of the abnormality, which is issued when, e.g., the date and time when the occurrence of the abnormality is scheduled is within a threshold. The basis for the threshold may be a time period required to prepare a countermeasure or a time period during which a product is in use. [ 0111] (Function and Effect) A configuration in Fourth Embodiment allows the railway operator can sense a sign of an abnormality by the abnormality sign diagnosis before the occurrence of an abnormality flag. By taking a countermeasure in advance, the vehicle is not stopped by the abnormality, and it is possible to schedule vehicle maintenance for the countermeasure with time to spare. [ 0112] Fifth Embodiment In First Embodiment, the abnormality countermeasure system 30 transmits the cause analysis result, the countermeasure proposal, and the countermeasure effect to the traffic control center 40 of the railway operator. Meanwhile, in actual operation, in the event of an abnormality flag, an emergency measure instruction is sent from the traffic control center 40 of the railway operator to the cab 12, and a crewman that has checked the instruction performs an emergency measure. The emergency measures include determination of whether to continue normal operation or suspend the operation and move the vehicle to a station or a base, determination of a life extension measure corresponding to the abnormality flag, and the like. Among them, an example in which a notification of a means that suspends the operation in response to the abnormality flag and moves the vehicle to the station or the base is made is disclosed in Patent Literature 2. Fifth Embodiment is different from Patent Literature 2 in that first determination of whether or not the operation can be continued even when an abnormality flag has occurred and second determination of a life extension measure in response to the abnormality flag are transmitted to the cab 12.

[0113] The determination of whether or not the operation can be continued even when the abnormality flag has occurred means that, even though the abnormality flag has occurred, a situation does not seriously deteriorate to an extent that the operation method on the day is continued, and an instruction to allow the operation to be continued is given to the cab 12. By way of example, in a case of the overtemperature, when the battery over-temperature flag has occurred after an air temperature peak is passed, the air temperature decreases in the subsequent operation, and therefore it may be possible to perform the operation.

[0114] Meanwhile, the determination of the life extension measure corresponding to the abnormality flag means that an abnormality countermeasure system 30d gives, to the cab 12, an instruction to take one of the countermeasures proposed by the countermeasure proposal unit 32 that can immediately be taken in the vehicle during the operation. By way of example, in a case of the over-voltage abnormality, it may be possible to continue use by immediately adjusting the charging rate upward or downward.

[0115] Fig. 19 is an operation block line diagram of an abnormality countermeasure system 30d having an emergency measure proposal unit 36 according to Fifth Embodiment of the present invention. In Fifth Embodiment, a structure and an operation of the abnormality countermeasure system 30d are the same as those in First Embodiment unless otherwise particularly stated. In the following description, to components which are the same as or equivalent to those in First Embodiment described above, the same signs are assigned, and a description thereof is simplified or omitted .

[0116] The emergency measure proposal unit 36 has a function of determining either of an operation continuation determination Co and an emergency measure proposal Fa, receives the countermeasure information Ci including the cause weight table Wt, the cause analysis result, the countermeasure proposal, and the countermeasure effect as inputs thereto, and outputs the operation continuation determination Co and the emergency measure proposal Fa to the traffic control center 40 of the railway operator and to the cab 12. The countermeasure proposal unit 32 uses the digital twin to expect a value of the target parameter after occurrence of an abnormality flag. When the expected value of the target parameter is less than a threshold of operation continuation determination different from that of issuing of an abnormality flag, the operation continuation determination Co gives an instruction to continue the operation. In other words, when determining that the abnormality is not aggravated by continuing the operation, the abnormality countermeasure system 30d gives an instruction to continue the operation to the cab 12. When the countermeasures include one that can be immediately taken by the cab 12 and the operation can be continued as an effect thereof, the emergency measure proposal Fa gives an instruction to take an emergency measure for recovery from the abnormality. [ 0117] (Function and Effect) Even when an abnormality flag has occurred, in a case where the operation can be continued or where an emergency measure can be taken in the vehicle, a configuration in Fifth Embodiment allows the abnormality countermeasure system 30d to automatically give an instruction to make the operation continuation determination Co and the emergency measure proposal Fa to the cab 12 and to the traffic control center 40 of the railway operator without the need for the traffic control center 40 of the railway operator to make a determination. [ 0118] Sixth Embodiment In First Embodiment, the countermeasure proposal, the countermeasure effect, and the cause result analysis, which are output from the abnormality countermeasure system 30, are directly transmitted to the traffic control center 40 of the railway operator. Meanwhile, when an actual countermeasure is to be taken, replacement, repair, a program change other than vehicle operation are performed by a maker 50. In addition, the countermeasure proposal, the countermeasure effect, and the cause result analysis, which are output from the abnormality countermeasure system 30, are automatically calculated and, to examine accuracies thereof and determine whether or not a result of the examination is to be reflected on the countermeasure, knowledge for manual analysis is not required, but a given amount of knowledge is required. Therefore, in Sixth Embodiment, the countermeasure proposal, the countermeasure effect, and the cause result analysis, which are output from the abnormality countermeasure system 30d, are transmitted first to the maker 50, and transmitted to the traffic control center 40 of the railway operator after being verified and corrected by the maker 50.

[0119] Fig. 20 is an operation block line diagram of an abnormality countermeasure system 30e that performs transmission to the maker 50 according to Sixth Embodiment of the present invention. In Sixth Embodiment, a structure and an operation of the abnormality countermeasure system 30e are the same as those in First Embodiment unless otherwise particularly stated. In the following description, to components which are the same as or equivalent to those in First Embodiment described above, the same signs are assigned, and a description thereof is simplified or omitted.

[0120] The countermeasure information Ci including the countermeasure proposal, the countermeasure effect, and the cause result analysis is transmitted first to the maker 50, and transmitted to the traffic control center 40 after being verified and corrected by the maker 50, but is not limited thereto. It may also be possible to use a configuration in which the countermeasure proposal, the countermeasure effect, and the cause result analysis, which are output from the abnormality countermeasure system 30e, are directly transmitted in parallel to the traffic control center 40 of the railway operator and to the maker 50, and the maker 50 transmits a result of determining what is transmitted to the traffic control center 40. [ 0121] (Function and Effect) A configuration in Sixth Embodiment saves the traffic control center 40 of the railway operator the need to determine the accuracies of the cause result analysis, the countermeasure proposal, and the countermeasure effect output from the abnormality countermeasure system 30e, and allows the traffic control center 40 to delegate the determination of the accuracies to the maker 50. Note that, instead of the maker 50, a person who is commissioned by the railway operator or the maker 50 to manage the entire railway vehicle or a portion thereof may also receive the countermeasure proposal and take various countermeasures.

[0122] Seventh Embodiment In First Embodiment, the countermeasure proposal in the event of an abnormality flag is to be made to the train unit including the vehicle in which an abnormality is sensed. Meanwhile, railway vehicles are introduced in a plurality of train units into a given railway route. These are manufactured and used generally around the same time and a use method thereof is uniformized by rotation, and consequently abnormalities also occur at the same time in most cases. Accordingly, when an abnormality occurs in a given train unit, it is necessary to investigate whether or not there is a possibility of occurrence of an abnormality in another train unit and when the abnormality is expected to occur.

[0123] Fig. 21 is an operation block line diagram of an abnormality countermeasure system 30f having an impact assessment unit 37 according to Sixth Embodiment of the present invention. In Sixth Embodiment, a structure and an operation of the abnormality countermeasure system 30f are the same as those in First Embodiment unless otherwise particularly stated. In the following description, to components which are the same as or equivalent to those in First Embodiment described above, the same signs are assigned, and a description thereof is simplified or omitted .

[0124] The abnormality countermeasure system 30f analyzes, for the abnormality flag Af that has occurred in an electric vehicle, data from one or both of the vehicle control device and the battery control device of another electric vehicle other than the electric vehicle to diagnose a sign of occurrence of an abnormality in the electric vehicle other than the electric vehicle in which the abnormality has occurred and notify the railway operator. More specifically, a situation is assumed in which there are any number of two or more vehicle drive systems 1A, and an abnormality occurs in one of the drive systems 1A. The abnormality countermeasure system 30f in Sixth Embodiment has, in addition to the cause determination unit 31 and the countermeasure proposal unit 32 in First Embodiment, an impact assessment unit 37 and the storage region 313. Note that the storage region 313 may be configured such that the one storage region 313 is placed in the abnormality countermeasure system 30f to be used commonly by the cause determination unit 31 and the countermeasure proposal unit 32 or that the respective storage regions 313 are placed individually in the cause determination unit 31 and the countermeasure proposal unit 32. The abnormality countermeasure system 30f in Sixth Embodiment is normally placed as a server outside the drive system 1A because of the need to analyze data on another train unit, but it may also be possible to use a configuration in which the abnormality countermeasure system 30f is mounted in each of the train units to receive the abnormality flag and the cause weight table Wt from another train unit by communication. The storage region 313 stores the abnormality flags Af, the battery data Db, the vehicle data Dv, and the weather data Dw of the plurality of drive systems 1A.

[0125] The impact assessment unit 37 receives an abnormality flag in the train unit in which the abnormality has occurred, the cause weight table Wt, and previous data in another train unit as inputs thereto, and outputs the sign flag Si indicating the possibility of occurrence of an abnormality in the other train unit and an expected abnormality date and time Es. The impact assessment unit has a function of calculating whether or not there is a sign of occurrence of the same abnormality in a train unit other than the unit in which the abnormality occurred and the expected data and time of the occurrence of the abnormality. Diagnosis of the abnormality sign in another train unit and the date and time of the occurrence thereof can be predicted from time evolution of the target parameters with respect to a given abnormality flag as in, e.g., the processing in the abnormality sign diagnosis unit 35 in Fourth Embodiment. Additionally, a determination can be made depending on how close the parameters corresponding to the abnormality weight calculated by the cause determination unit 31 are to those in the train unit in which the abnormality occurred among the other train units.

[0126] (Function and Effect) The configuration in Seventh Embodiment allows, in the event of an abnormality flag in a given train unit, the traffic control center 40 of the railway operator to automatically recognize occurrence of an abnormality in another train unit and a date of occurrence of the abnormality and promptly execute a maintenance activity plan in advance.

[0127] Eighth Embodiment Fig. 22 is a diagram illustrating a configuration of a railway vehicle drive system in which a storage battery to which an abnormal countermeasure system according to Eighth Embodiment of the present invention is applied is mounted. Eighth Embodiment is a specific configuration when the abnormality countermeasure system 30 is placed outside a vehicle, and a structure and an operation thereof are the same as those in First Embodiment unless otherwise particularly stated. In the following description, to components which are the same as or equivalent to those in First Embodiment described above, the same signs are assigned, and a description thereof is simplified or omitted. A data transmission / reception device 60 is within the vehicle, and communicates with the storage battery device 20, the vehicle control device 13, the cab 12, and the like. In addition, the data transmission / reception device 60 performs wireless communication with, e.g., a server 70 outside the vehicle, e.g., possessed by the maker and the abnormality countermeasure system 30 present on a cloud. For example, the wireless communication is communication performed using a mobile phone line via the Internet and the cloud, but is not limited thereto, and may also be an intranet using local 5G. The data transmission / reception device 60 need not necessarily be independent of the drive system 1A, and may also be included in the vehicle control device 13 or the battery control device 21. The abnormality countermeasure system may also directly collect information not via the vehicle control device 13. It may also be possible to provide the data transmission / reception device 60 with a sensor, such as a GPS or a current meter, and estimate a state from a measurement result therefrom. For example, the abnormality countermeasure system 30 communicates with the traffic control center 40 via the Internet, but is not limited thereof, and may also perform communication via a dedicated line. In addition, the weather data Dw resulting from measurement at a nearby location outside the vehicle or the like may also be directly obtained not via the vehicle control device 13. [ 0128] (Function and Effect) A configuration in Eighth Embodiment allows internal equipment of the vehicle to be reduced and allows the abnormality countermeasure system 30 to easily collect various data, and therefore it is possible to efficiently build a countermeasure proposal system and allows a countermeasure proposal to be more effectively made.

[0129] While the description has been given heretofore of the embodiments of the present invention, the present invention is not limited to the embodiments described above, and can variously be changed in the scope not departing from the gist of the present invention. List of Reference Signs

[0130] 1A: drive system IB: drive system 2: pantograph 3: engine 4: power generator 5: converter 6: motor inverter 7: motor 8: decelerator 9: wheelset 10: auxiliary machine inverter 11: auxiliary machine 12: cab 13: vehicle control device 14: overhead contact line 20: storage battery device 21: battery control device 30, 30a, 30b, 30c, 30d, 30e, 30f: abnormality countermeasure system 31: cause determination unit 311: related parameter extraction unit 312: cause weight calculation unit 313: storage region 314: model verification unit 3141: determination unit 3142: vehicle digital twin 3143: battery digital twin 31431: calculation target specification unit 31432: temperature model 31433: closed circuit voltage model 31434: charging rate model 315: sensitivity calculation unit 3151: sensitivity map generation unit 3152: minute change generation unit 32: countermeasure effect calculation unit 321: changeable range calculation unit 322: countermeasure effect calculation unit 323: proposal determination unit 33: true / false determination unit 34: control constant changing unit 35: abnormality sign diagnosis unit 36: emergency measure proposal unit 37: impact assessment unit 40: traffic control center 5 0: maker 7 0: server

Claims

1. An abnormality countermeasure system to be used in an electric vehicle in which a drive system using a storage battery device is mounted, the abnormality countermeasure system comprising: a cause determination unit; and a countermeasure proposal unit, wherein the cause determination unit monitors a state of each of the electric vehicle and the storage battery device, wherein, when an abnormality flag is output from at least one of the electric vehicle and the storage battery device, the cause determination unit analyzes the state of at least one of the electric vehicle and the storage battery device to identify a cause of an abnormality indicated by the abnormality flag, wherein the countermeasure proposal unit notifies a manager of the electric vehicle of a result of analyzing the cause of the abnormality flag and a countermeasure proposal, and wherein the countermeasure proposal includes categories of changing of an operation method of the electric vehicle, changing of a control parameter of the storage battery device or the drive system, repair of defective software or defective equipment of the storage battery device or the drive system, and replacement of a deteriorated storage battery.

2. The abnormality countermeasure system according to claim 1, wherein the countermeasure proposal includes the category of the changing of the operation method or the changing of the control parameter under a special condition.

3. The abnormality countermeasure system according to claim 1 or 2, wherein the cause determination unit subdivides the cause of the abnormality flag and presents each of the subdivided causes with a weight indicating a degree of influence .

4. The abnormality countermeasure system according to any one of claims 1 to 3, wherein the cause determination unit checks a history of each of parameters related to the abnormality flag and assigns the weight to the one of the parameters that has greatly changed in the history.

5. The abnormality countermeasure system according to any one of claims 1 to 3, wherein the cause determination unit checks a history of each of parameters related to the abnormality flag and uses a ratio between a previous value of the parameter and a latest value of the parameter as the weight.

6. The abnormality countermeasure system according to any one of claims 1 to 5,wherein the cause determination unit has a vehicledigital twin and a battery digital twin, and wherein the cause determination unit calculates a sensitivity of the abnormality flag to a target parameter by minutely changing each of the parameters related to the abnormality flag to calculate a weight of the cause of the abnormality flag.

7. The abnormality countermeasure system according to claim 6, wherein the battery digital twin calculates a battery temperature, a closed circuit voltage, and a charging rate.

8. The abnormality countermeasure system according to any one of claims 1 to 7, wherein the abnormality countermeasure system analyzes, for the abnormality flag that has occurred in the electric vehicle, data on one or both of a vehicle control device and a battery control device each for an electric vehicle different from the electric vehicle, thereby diagnosing a sign of occurrence of an abnormality in an electric vehicle other than the electric vehicle in which the abnormality has occurred, and notifying the manager.

9. The abnormality countermeasure system according to any one of claims 1 to 8, wherein the cause determination unit categorizes the cause of the abnormality flag into any of (1) an emergentevent, (2) an abnormal environment, (3) a severe vehicle operation method, (4) battery deterioration, (5) an inappropriate control parameter, (6) control program malfunction, and (7) a hardware failure.

10. The abnormality countermeasure system according to any one of claims 1 to 9, wherein the cause determination unit subdivides the cause of the abnormality flag by fault-tree analysis and presents the subdivided causes.

11. The abnormality countermeasure system according to any one of claims 1 to 10, wherein the countermeasure proposal unit proposes a plurality of countermeasures against each of the causes of the abnormality flag.

12. The abnormality countermeasure system according to any one of claims 1 to 11, wherein the countermeasure proposal unit sets a changeable range for each of the parameters related to the abnormality flag, and wherein the countermeasure proposal unit places a proposed value to which the parameter is to be changed within the changeable range.

13. The abnormality countermeasure system according to claim 12, wherein the countermeasure proposal unit sets thechangeable range on the basis of whether or not deterioration of the target parameter of an abnormality flag other than the abnormality flag is within a threshold.

14. The abnormality countermeasure system according to any one of claims 1 to 13, wherein the countermeasure proposal unit changes a control constant for the electric vehicle or the storage battery device.

15. The abnormality countermeasure system according to any one of claims 1 to 14, wherein the cause determination unit predicts occurrence of an abnormality from data from the control device and issues a sign flag.

16. The abnormality countermeasure system according to any one of claims 1 to 15, wherein the abnormality countermeasure system indicates, to a cab, one of the countermeasures proposed by the countermeasure proposal unit that can be taken by the electric vehicle in operation.

17. An abnormality countermeasure method for an electric vehicle in which a drive system using a storage battery device is mounted, the abnormality countermeasure method comprising:monitoring a state of each of the electric vehicle and the storage battery device;analyzing, when an abnormality flag is output from at least one of the electric vehicle and the storage battery device, the state of at least one of the electric vehicle and the storage battery device;identifying a cause of an abnormality indicated by the abnormality flag; andnotifying a manager of the electric vehicle of a result of analyzing the cause of the abnormality flag and a countermeasure proposal,wherein the countermeasure proposal includes categories of changing of an operation method of the electric vehicle, changing of a control parameter of the storage battery device or the drive system, repair of defective software or defective equipment of the storage battery device or the drive system, and replacement of a storage battery.INTERNATIONAL SEARCH REPORT International application No. PCT / JP2023 / 046737A. CLASSIFICATION OF SUBJECT MATTER B60L 3 / W(2019.01)i;B60L 13 / 00(2OO6.Ol)i; B60L 50 / 53(2019.01)i; B60L 53 / 50(2O19.Ol)i; B60L 58 / 12(2019.01)i; B60L 55 / 75(2019.01)i; H01M / 0 / 45(2006.01 )i: H02.J 7 / 00(2OO6.Ol)i FI: B60L3 / 00 S; B60L53 / 80; B60L58 / 16: B60L58 / 12; H02J7 / 00 Y; H02J7 / 00 P; H01M10 / 48 P; B60L50 / 53; B60L13 / 00 D According to International Patent Classification (IPC) or to both national classification and IPC B. FIELDS SEARCHED Minimum documentation searched (classification system followed by classification symbols) B60L3 / 00; B60L13 / 00; B60L50 / 53; B6OL53 / 8O; B60L58 / 12; B60L58 / 16; H01M10 / 48; H02J7 / 00 Documentation searched other than minimum documentation to the extent that such documents are included in the fields searched Published examined utility model applications of Japan 1922-1996 Published unexamined utility model applications of Japan 1971-2024 Registered utility model specifications of Japan 1996-2024 Published registered utility model applications of Japan 1994-2024 Electronic data base consulted during the international search (name of data base and, where practicable, search terms used) C. DOCUMENTS CONSIDERED TO BE RELEVANT Category* Citation of document, with indication, where appropriate, of the relevant passages Relevant to claim No. A A JP 2020-169984 A (TRANSPORTATION IP HOLDINGS LLC) 15 October 2020 (2020-10-15) paragraphs [0007]-[0106], fig. 1-5 JP 2007-326485 A (THE NIPPON SIGNAL CO., LTD.) 20 December 2007 (2007-12-20) paragraphs [0019]-[0023], fig. 3 1-17 1-17 A JP 2002-059834 A (HITACHI, LTD.) 26 February 2002 (2002-02-26) paragraphs [0018]-[0029], fig. 1-2 1-17 A WO 2022 / 138311 Al (HITACHI, LTD.) 30 June 2022 (2022-06-30) paragraphs [0005], [0015]-[0023], fig. 1-2 1-17 A JP 2018-005554 A (HITACHI, LTD.) 11 January 2018 (2018-01-11) paragraphs [0015]-[0120], fig. 1-16 1-17 | | Further documents are listed in the continuation of Box C. | J | See patent family annex. * Special categories of cited documents: “T” later document published after the international filing date or priority “A” document defining the general state of the art which is not considered date and not in conflict with the application but cited to understand the to be of particular relevance principle or theory underlying the invention “D” document cited by the applicant in die international application “X” document of particular relevance; the claimed invention cannot be “E" earlier application orpatent but published on or after the international considered novel or cannot be considered to involve an inventive step filing date when the document is taken alone •SL” document which may throw doubts on priority claim(s) or which is “Y” document of particular relevance; the claimed invention cannot be cited to establish the publication date of another citation or other considered to involve an inventive step when the document is special reason (as specified) combined with one or more other such documents, such combination “O” document referring to an oral disclosure, use, exhibition or other being obvious to a person skilled in the art means document member of the same patent family “P” document published prior to the international filing date but later than the priority date claimed Date of the actual completion of the international search 04 March 2024 Date of mailing of the international search report 19 March 2024 Name and mailing address of the ISA / JP Japan Patent Office (ISA / JP) 3-4-3 Kasumigaseki, Chiyoda-ku, Tokyo 100-8915 Japan Authorized officer Telephone No.Form PCT / ISA / 210 (second sheet) (July 2022)INTERNATIONAL SEARCH REPORT Information on patent family members International application No. PCT / JP2023 / 046737Patent document cited in search report Publication date (day / month / year) Patent family member)s) Publication date (day / month / year) JP 2020-169984 A 15 October 2020 US 2020 / 0319259 Al paragraphs [0012]-[0111 ], fig. 1-5 US 2022 / 0266695 Al DE 102020109133 Al CN 111796186 A JP 2007-326485 A 20 December 2007 (Family: none) JP 2002-059834 A 26 February 2002 (Family: none) WO 2022 / 138311 Al 30 June 2022 EP 4269158 Al paragraphs [0005], [0016]-[0024], fig. 1-2 JP 2022-100690 A JP 2018-005554 A 11 January 2018 (Family: none)

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