Storage battery system, railway vehicle, data server, and storage battery system control method

Abstract

To provide a technology that minimizes the impact on operations, such as power shortages and deterioration of electricity costs, due to charging / discharging current limitations.SOLUTION: A storage battery system includes a battery temperature and charging rate prediction unit that predicts battery temperature and charging rate from operation information, storage battery information, and weather information, an overtemperature determination unit that determines whether the battery temperature predicted by the battery temperature and charging rate prediction unit is within a battery usable temperature range, a power shortage determination unit that determines whether the charging rate predicted by the battery temperature and charging rate prediction unit is a charging rate that allows driving, and an upper limit charging current value determination unit that outputs an upper limit charging current value at which the overtemperature determination unit determines that the battery temperature is within the battery usable temperature range, and the power shortage determination unit determines that the charging rate is at a charging rate that allows driving.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to a storage battery system, a railway vehicle, a data server, and a control method for a storage battery system. [Background technology]

[0002] For storage batteries such as lithium-ion batteries used in railway vehicle battery systems, the charge and discharge current must be limited so as not to deviate from the battery's usable temperature range (e.g. -30 to 60°C) for safety reasons and to prevent deterioration.

[0003] Due to the charge / discharge current limit, there is a risk that the train will run out of power if it is unable to store enough power to travel to the next overhead line section while in the overhead line section, or that power consumption will deteriorate if the battery is not able to absorb all the regenerative power generated during deceleration.

[0004] Patent Document 1 discloses a method of predicting the temperature rise of a storage battery based on the battery temperature and the amount of charge and discharge current, and using the predicted temperature rise result to select one upper limit charge and discharge current value from multiple upper limit charge and discharge current values ​​to limit the charge and discharge current so that the upper limit temperature of the storage battery is not exceeded. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] JP 2018-170904 A Summary of the Invention [Problem to be solved by the invention]

[0006] The technology described in Patent Document 1 is a method for controlling the current based on the real-time battery temperature and the charge / discharge current amount to prevent temperature deviations. Therefore, when an operation plan has been decided, it is not possible to change the current control plan immediately before operation to minimize the impact on operation, such as running out of power or deterioration of power cost.

[0007] An object of the present invention is to provide a technology for minimizing the impact on operation, such as power shortage and deterioration of power efficiency, caused by limiting charge and discharge current. [Means for solving the problem]

[0008] In order to solve the above problems, one representative storage battery system of the present invention includes a battery temperature and charging rate prediction unit that predicts the battery temperature and charging rate from operation information, storage battery information, and weather information, an overtemperature determination unit that determines whether the battery temperature predicted by the battery temperature and charging rate prediction unit is within a usable temperature range of the battery, a low battery determination unit that determines whether the charging rate predicted by the battery temperature and charging rate prediction unit is within a charging rate sufficient for driving, and an upper limit charging current value determination unit that outputs an upper limit charging current value at which the overtemperature determination unit determines that the battery temperature is within a usable temperature range of the battery and the low battery determination unit determines that the charging rate is a charging rate sufficient for driving. Effect of the Invention

[0009] According to the battery storage system of the present invention, it is possible to minimize the impact on operation, such as power shortages and deterioration of power efficiency, caused by limiting charge and discharge current.

[0010] Problems, configurations and effects other than those described above will become apparent from the following description of the preferred embodiment of the invention. [Brief description of the drawings]

[0011] [Figure 1] 1 is a system configuration diagram showing a storage battery system according to an embodiment of the present invention. [Diagram 2] 5 is a diagram showing the operation of a battery temperature and charging rate prediction unit, an over-temperature determination unit, and a power shortage determination unit according to the embodiment. FIG. [Diagram 3] FIG. 4 is a diagram showing a method for varying an upper limit charging current value in the present embodiment. [Figure 4] FIG. 4 is a diagram showing a process flow of a method for varying an upper limit charging current value according to the present embodiment. [Diagram 5] 11 is a diagram showing an example of a case in which the upper limit charging current value of the embodiment is varied for each station and reflected in a train operation plan and a battery charge / discharge control plan. FIG. [Figure 6] 11 is a diagram showing an example of a case in which the upper limit charging current value of the present embodiment is varied for each station and for each interval between stations and is reflected in a train operation plan and a battery charge / discharge control plan. FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0013] 1 is a system configuration diagram showing a storage battery system of this embodiment. In the figure, the storage battery system 10 includes a railway vehicle 20 and a data server 30. The railway vehicle 20 includes a railway vehicle storage battery 21, a storage battery control device 22 that controls the storage battery 21, a storage battery information recording unit 23 that records the storage battery state output from the storage battery control device 22, an operation information recording unit 24 that records a railway operation plan and vehicle information, a data acquisition device 25 that acquires the storage battery information from the storage battery information recording unit 23 and the operation information from the operation information recording unit 24, and a communication device 26 that is connected to the data acquisition device 25 and transmits and receives data to and from the data server 30.

[0014] The data server 30 is equipped with an operation information and battery information storage unit 31 that accumulates operation information and battery information provided in the railway vehicle 20, a weather information acquisition unit 32 that acquires weather information on train operation days, a battery temperature and charging rate prediction unit 33 that predicts the battery temperature and charging rate on train operation days from the data from the operation information and battery information storage unit 31 and the weather information from the weather information acquisition unit 32, an overtemperature determination unit 34 that determines whether the battery temperature predicted by the battery temperature and charging rate prediction unit 33 is within a usable battery temperature range, a low battery determination unit 35 that determines whether the charging rate predicted by the battery temperature and charging rate prediction unit 33 is a charging rate sufficient for running, and an upper limit charging current value determination unit 36 ​​that outputs an upper limit charging current value at which the battery temperature is within a usable battery temperature range and the charging rate is a charging rate sufficient for running, as determined by the overtemperature determination unit 34 and the low battery determination unit 35.

[0015] The process and data flow in which the storage battery system 10 outputs an upper limit charging current value will be described with reference to FIG.

[0016] The storage battery 21 can store and supply the electric power required to run railway vehicles such as battery trains.

[0017] The battery control device 22 can acquire battery information from the battery 21 and control the battery 21 on a cell-by-cell or module-by-module basis based on the battery information. As the battery information, the current, voltage, charging rate, and temperature are output on a cell-by-module or module-by-module basis. In addition, the battery control device 22 may output power, air temperature, capacity maintenance rate, and resistance increase rate. In addition, the battery control device 22 may output vehicle speed, rotor frequency (of the motor that drives the railcar 20), and cooling conductance rate (drive rate of the fan for cooling the battery 21) as information related to the amount of air blowing on the battery 21.

[0018] The storage battery information recording unit 23 can record the storage battery information output from the storage battery control device 22.

[0019] The operation information recording unit 24 can record a train diagram as a train operation plan. It may also record the occupancy rate, train weight, train position information, and number of passengers as train information. It may also record station codes (numbers assigned to stations).

[0020] The data acquisition device 25 can acquire the storage battery information from the storage battery information recording unit 23 and the operation information from the operation information recording unit 24 .

[0021] The communication device 26 can transmit various information acquired by the data acquisition device 25 to an external data server 30. The method of transmission to the data server 30 may be a method using close-proximity wireless (wireless LAN) at the station, a method using an LTE line, or the like. The communication device 26 may be a communication device of a storage battery system, or a communication device of a TCMS (Train Information Control System).

[0022] The operation information and battery information accumulation unit 31 of the data server 30 can accumulate the battery information and operation information acquired from the communication device 26 on the railcar 20 .

[0023] The weather information acquisition unit 32 can acquire weather information for train operation days. The weather information acquired is the outside temperature. In addition, humidity, cloud cover, rainfall, date and time, amount of solar radiation, date, amount of snowfall, wind speed, air pressure, and sea level may be acquired.

[0024] The battery temperature and charging rate prediction unit 33 can predict the temperature trends and charging rate trends of the storage battery 21 in the railway operation plan and the battery charge / discharge control plan based on the railway operation plan, from the storage battery information stored in the operation information and storage battery information storage unit 31 and the weather information acquired by the operation information and weather information acquisition unit 32.

[0025] The over-temperature determination unit 34 can determine whether the battery temperature predicted by the battery temperature and charging rate prediction unit 33 is within the battery usable temperature range.

[0026] The battery shortage determination unit 35 can determine whether the charging rate predicted by the battery temperature and charging rate prediction unit 33 is a charging rate at which the vehicle can be driven.

[0027] The upper limit charging current value determination unit 36 ​​can output an upper limit charging current value when the battery temperature is within the battery usable temperature range in the overtemperature determination unit 34 and the power shortage determination unit 35 and the charging rate is a charging rate that allows running.

[0028] When the temperature transition of the storage battery 21 is outside the usable temperature range of the battery, the data server 30 can vary the upper limit charging current value and output the upper limit charging current value where the battery temperature is within the usable temperature range of the battery and the charging rate is a charging rate at which the vehicle can run. The output upper limit charging current value is reflected in the train operation plan and the battery charge / discharge control plan. The method of reflecting the upper limit charging current value in the train operation plan and the battery charge / discharge control plan may be a method of manually changing the control on-site, a method of remotely changing the control from an external data server, or the like.

[0029] FIG. 2 is a diagram showing the operation of the battery temperature and charging rate prediction unit, the over-temperature determination unit, and the low-power determination unit of this embodiment. The operating information of FIG. 1, the operating information acquired from the battery information accumulation unit, and the temperature prediction information of the weather information acquired from the weather information acquisition unit are input to a battery model that calculates the time series transition of the battery temperature and the charging rate, and are input to an over-temperature determination unit that determines whether the calculated time series transition results of the battery temperature and the charging rate are within the temperature range in which the battery can be used, and a low-power determination unit that determines whether the charging rate is sufficient for driving. If the determination results of the over-temperature determination unit and the low-power determination unit are outside the temperature range in which the battery can be used, or the charging rate is a charging rate that may cause a low-power state, the upper limit charging current value of the battery charge / discharge control plan of the operating information input to the battery model is changed, and input to the battery model that calculates the time series transition of the battery temperature and the charging rate. The upper limit charging current value is repeatedly changed, and an upper limit charging current value is output where the battery temperature is within the temperature range in which the battery can be used and the charging rate is a charging rate sufficient for driving.

[0030] Fig. 3 is a diagram showing a method for varying the upper limit charging current value in this embodiment. When the upper limit charging current value is varied, the battery temperature and charging rate are also varied. The upper limit charging current value variable range is the shaded area within which the battery temperature is below the upper limit temperature, which is a threshold value outside the temperature range in which the battery can be used, and the charging rate exceeds the lower limit charging rate, which is a charging rate threshold value for driving. The upper limit charging current value is set to a value within the above-mentioned upper limit charging current value variable range in which the battery temperature does not exceed the temperature range in which the battery can be used. If no solution is found within the value within the upper limit charging current value variable range, an upper limit charging current value that satisfies being below the upper limit temperature is set, and the charging time required to reach the lower limit charging rate is output.

[0031] If the station stop time is extended depending on the required charging time, the extension of the station stop time is notified to the driver via a display device (not shown) connected to the communication device 26.

[0032] 4 is a diagram showing a process flow of the upper limit charging current value varying method of this embodiment. The process steps will be described below.

[0033] S400: The control process according to this embodiment starts.

[0034] S401: Operation information and storage battery information are acquired from the railway vehicle via communication, and weather information is acquired from an external source.

[0035] S402: An upper limit charging current value determined by the train operation plan and the battery charge / discharge control plan is set.

[0036] S403: Time series transitions of the battery temperature and the charging rate are predicted based on the operation information, battery information, and weather information acquired in S401 and the upper limit charging current value set in S402.

[0037] S404: If the battery temperature predicted in S403 is equal to or higher than the upper limit temperature, which is the threshold value for the temperature outside the battery usable temperature range, the process proceeds to S405, and if it is lower than the upper limit temperature, the process proceeds to S411.

[0038] S405: If the upper limit charging current value is reduced but still falls within the upper limit charging current value variable range, proceed to S406, and if reducing the upper limit charging current value any further would put it outside the variable range, proceed to S409.

[0039] S406: The upper limit charging current value determined by the train operation plan and the battery charge / discharge control plan is decreased by an arbitrary value. The upper limit charging current value may be varied for each charging station, or may be varied collectively regardless of the charging station. The upper limit charging current value may also be varied according to the travel section, travel distance, or travel time. The upper limit charging current value may also be varied according to operation information, storage battery information, or weather information.

[0040] S407: The time series changes in the battery temperature and the charging rate are predicted from the battery information and weather information acquired in S401 and the train operation plan and the battery charge / discharge control plan based on the upper limit charging current value changed in S406.

[0041] S408: If the predicted battery temperature predicted in S407 is below the upper limit temperature, which is the threshold for the temperature outside the battery usable range, and the predicted charging rate predicted in S407 exceeds the lower limit charging rate, which is the threshold for the charging rate at which the vehicle can run, proceed to S409, and if the above conditions are not met, proceed to S405. The lower limit charging rate is a value that allows the vehicle to reach the next electrified section or chargeable section even in the event of an emergency stop.

[0042] S409: The upper limit charging current value changed in S406 is reflected in the train operation plan and the battery charge / discharge control plan.

[0043] S410: Based on the upper limit charging current value set in S409, the required charging time is calculated and set, and the set required charging time is reflected in the train operation plan and the battery charge / discharge control plan.

[0044] S411: The control process according to this embodiment ends.

[0045] FIG. 5 is a diagram showing an example of the case where the upper limit charging current value of this embodiment is varied for each station (for each electrified section) and reflected in the train operation plan and the battery charge / discharge control plan. The electrified section is a section where charging is possible from the overhead line. The upper limit charging current value is not varied in the electrified section A and the electrified section D because the chargeable time is short. The upper limit charging current value is varied in the electrified section B and the electrified section C because the chargeable time is long, and is reflected in the train operation plan and the battery charge / discharge control plan. In the reflected train operation plan and the battery charge / discharge control plan, the upper limit charging current value is suppressed in the electrified section B and the electrified section C, and the battery temperature is suppressed within the battery usable temperature range because the battery heat generation is suppressed. Since the chargeable time is long in the electrified section B and the electrified section C, even if the upper limit charging current value is suppressed, the charging rate in the reflected train operation plan and the battery charge / discharge control plan is the same as when the upper limit charging current value is not suppressed. In this example, the upper limit charging current value is the same for the electrified section B and the electrified section C, but the upper limit charging current value may be varied for each electrified section.

[0046] FIG. 6 is a diagram showing an example of a case where the upper limit charging current value is varied for each station (for each electrified section) and for each interval between stations (for each non-electrified section) and reflected in the train operation plan and the battery charge / discharge control plan. Electrified section A and electrified section D have a short chargeable time, so the upper limit charging current value is not varied. Electrified section B and electrified section C have a long chargeable time, so the upper limit charging current value is varied and reflected in the train operation plan and the battery charge / discharge control plan. If varying the upper limit charging current value for the electrified section does not satisfy the conditions that the battery temperature is within the usable temperature range of the battery and the charging rate is a charging rate that allows running, the upper limit charging current value for each non-electrified section is varied and reflected in the train operation plan and the battery charge / discharge control plan.

[0047] The battery temperature transition in the reflected train operation plan and battery charge / discharge control plan is kept within the battery usable temperature range because the upper limit charging current value is suppressed in electrified section B and electrified section C, and the upper limit charging current value is also suppressed in each non-electrified section, suppressing battery heat generation. The charging rate in the reflected train operation plan and battery charge / discharge control plan is lower than when the upper limit charging current value is not variable because the upper limit charging current value is suppressed in each non-electrified section, and some regenerative power is not recovered and the upper limit charging current value is suppressed in the electrified section. However, the train operation plan and battery charge / discharge control plan maintain a charging rate at or above the level at which running is possible, so no battery shortage occurs. In this example, the upper limit charging current value is the same for electrified section B, electrified section C, and each non-electrified section, but the upper limit charging current value may be variable for each electrified section or each non-electrified section.

[0048] In order to facilitate understanding, in Figs. 5 and 6, the change in the charging rate in the non-electrified section is shown linearly.

[0049] According to this embodiment, by setting the battery temperature within the battery usable temperature range and the upper limit charging current value to a charging rate that allows driving, the effects on operation such as running out of power and deterioration of power consumption due to limiting the charging and discharging current can be minimized.

[0050] In addition, by outputting the upper limit charging current value before the start of operation, if the operation plan has been decided, the upper limit charging current value determination unit can change the current control plan just before operation, thereby minimizing the impact on operation such as running out of power or deterioration of power cost.

[0051] Furthermore, the upper limit charging current value is a rapid charging current value or a regenerative current value, and therefore can correspond to a rapid charging current or a regenerative current.

[0052] Furthermore, the rapid charging current value can be set in detail by setting it for each station or for each electrified section where charging is possible.

[0053] Furthermore, by setting the regenerative current value for each station or for each non-electrified section, the regenerative current value to be recovered can be set in detail.

[0054] In addition, when the battery temperature is within the usable temperature range of the battery and there is no upper limit charging current value at which the charging rate is sufficient for driving, the required charging time can be output to deal with the case where the battery temperature is within the usable temperature range of the battery and there is no upper limit charging current value at which the charging rate is sufficient for driving.

[0055] In addition, the required charging time can be secured by extending the station stop time depending on the required charging time.

[0056] In addition, the battery temperature and charging rate prediction unit can predict the battery temperature and charging rate more accurately by predicting the battery temperature and charging rate by taking into account fluctuations in auxiliary power due to operating information, storage battery information, or weather information.

[0057] The present invention is not limited to the above-described embodiments, and other forms that are conceivable within the scope of the technical idea of ​​the present invention are also included in the scope of the present invention as long as they do not impair the characteristics of the present invention.

[0058] The following technical matters are also included in this disclosure.

[0059] (Technical matter 1) A battery storage system, comprising: a battery temperature and charging rate prediction unit for predicting a battery temperature and a charging rate based on operation information, storage battery information, and weather information; an over-temperature determination unit that determines whether the battery temperature predicted by the battery temperature and charging rate prediction unit is within a battery usable temperature range; a battery shortage determination unit that determines whether the charging rate predicted by the battery temperature and charging rate prediction unit is a charging rate at which the vehicle can run; an upper limit charging current value determination unit that outputs an upper limit charging current value when the over-temperature determination unit determines that the battery temperature is within a battery usable temperature range and when the power shortage determination unit determines that the charging rate is a charging rate that allows running; A battery storage system comprising:

[0060] (Technical matter 2) A storage battery system according to Technical Item 1, The upper limit charging current value determination unit outputs the upper limit charging current value before the start of operation of the battery storage system.

[0061] (Technical matter 3) A storage battery system according to Technical Item 1 or Technical Item 2, A storage battery system in which the upper limit charging current value is a rapid charging current value or a regenerative current value.

[0062] (Technical matter 4) A storage battery system according to Technical Item 3, A battery storage system in which the rapid charging current value is set for each station or for each electrified section where charging is possible.

[0063] (Technical matter 5) A storage battery system according to Technical Item 3, A battery storage system in which the regenerative current value is set for each station or for each non-electrified section.

[0064] (Technical matter 6) A storage battery system according to any one of technical matters 1 to 5, A storage battery system that outputs a required charging time when the battery temperature is within a battery usable temperature range and there is no upper limit charging current value at which the charging rate is sufficient for driving.

[0065] (Technical matter 7) A storage battery system according to Technical Item 6, A battery storage system that extends the time trains stop at stations depending on the required charging time.

[0066] (Technical matter 8) A storage battery system according to any one of technical matters 1 to 7, The battery temperature and charging rate prediction unit predicts the battery temperature and the charging rate by taking into account fluctuations in auxiliary power based on the operation information, the battery information, or the weather information.

[0067] (Technical matter 9) A storage battery system according to any one of technical matters 1 to 8, A railway vehicle and a data server are provided, The railway vehicle includes: A storage battery, A battery control device that controls the battery; a battery information recording unit that records the battery information output from the battery control device; an operation information recording unit that records the operation information; a data acquisition device that acquires the storage battery information from the storage battery information recording unit and the operation information from the operation information recording unit; A communication device connected to the data acquisition device for transmitting and receiving data to and from the data server; Equipped with The data server includes: an operation information and storage battery information storage unit that stores the operation information and the storage battery information; A weather information acquisition unit that acquires the weather information; a battery temperature and charging rate prediction unit that predicts the battery temperature and the charging rate based on the operation information and the storage battery information of the operation information and storage battery information accumulation unit and the weather information of the weather information acquisition unit; the over-temperature determination unit determining whether the battery temperature predicted by the battery temperature and charging rate prediction unit is within a battery usable temperature range; a battery shortage determination unit that determines whether the charging rate predicted by the battery temperature and charging rate prediction unit is a charging rate at which the vehicle can run; an upper limit charging current value determination unit that outputs the upper limit charging current value when the over-temperature determination unit determines that the battery temperature is within a battery usable temperature range and when the power shortage determination unit determines that the charging rate is a charging rate that allows running; A battery storage system comprising:

[0068] (Technical matter 10) A railway vehicle, A storage battery, A battery control device that controls the battery; a battery information recording unit that records the battery information output from the battery control device; an operation information recording unit that records operation information; a data acquisition device that acquires the storage battery information from the storage battery information recording unit and the operation information from the operation information recording unit; A communication device connected to the data acquisition device for transmitting and receiving data to and from a data server; A railway vehicle equipped with:

[0069] (Technical matter 11) A data server, an operation information and storage battery information storage unit that stores operation information and storage battery information; A weather information acquisition unit for acquiring weather information; a battery temperature and charging rate prediction unit that predicts a battery temperature and a charging rate based on the operation information and the storage battery information of the operation information and storage battery information accumulation unit and the weather information of the weather information acquisition unit; an over-temperature determination unit that determines whether the battery temperature predicted by the battery temperature and charging rate prediction unit is within a battery usable temperature range; a battery shortage determination unit that determines whether the charging rate predicted by the battery temperature and charging rate prediction unit is a charging rate at which the vehicle can run; an upper limit charging current value determination unit that outputs an upper limit charging current value when the over-temperature determination unit determines that the battery temperature is within a battery usable temperature range and when the power shortage determination unit determines that the charging rate is a charging rate that allows running; A data server comprising:

[0070] (Technical matter 12) A method for controlling a battery storage system, comprising: A control method for a battery system which predicts battery temperature from operation information, battery information, and weather information, and, if the predicted battery temperature deviates from a usable temperature range of the battery, outputs an upper limit charging current value at which the battery temperature is within the usable temperature range of the battery and at which the charging rate is sufficient for driving. [Explanation of symbols]

[0071] 10...storage battery system, 20...railroad vehicle, 21...storage battery, 22...storage battery control device, 23...storage battery information recording unit, 24...operation information recording unit, 25...data acquisition device, 26...communication device, 30...data server, 31...operation information and storage battery information accumulation unit, 32...weather information acquisition unit, 33...battery temperature and charging rate prediction unit, 34...overtemperature judgment unit, 35...low power judgment unit, 36...upper limit charging current value determination unit.

Claims

1. A battery system for a railway vehicle, comprising: a battery temperature and charging rate prediction unit for predicting a battery temperature and a charging rate based on operation information, storage battery information, and weather information; an over-temperature determination unit that determines whether the battery temperature predicted by the battery temperature and charging rate prediction unit is within a battery usable temperature range; a battery shortage determination unit that determines whether the charging rate predicted by the battery temperature and charging rate prediction unit is a charging rate at which the vehicle can run; an upper limit charging current value determination unit that outputs an upper limit charging current value when the over-temperature determination unit determines that the battery temperature is within a battery usable temperature range and when the power shortage determination unit determines that the charging rate is a charging rate that allows running; A battery storage system comprising:

2. The battery system according to claim 1, The upper limit charging current value determination unit outputs the upper limit charging current value before the start of operation of the battery storage system.

3. The battery system according to claim 1, A storage battery system in which the upper limit charging current value is a rapid charging current value or a regenerative current value.

4. The battery system according to claim 3, A battery storage system in which the rapid charging current value is set for each station or for each electrified section where charging is possible.

5. The battery system according to claim 3, A battery storage system in which the regenerative current value is set for each station or for each non-electrified section.

6. The battery system according to claim 1, A storage battery system that outputs a required charging time when the battery temperature is within a battery usable temperature range and there is no upper limit charging current value at which the charging rate is sufficient for driving.

7. The battery system according to claim 6, A battery storage system that extends the time trains stop at stations depending on the required charging time.

8. The battery system according to claim 1, The battery temperature and charging rate prediction unit predicts the battery temperature and the charging rate by taking into account fluctuations in auxiliary power based on the operation information, the battery information, or the weather information.

9. The battery system according to claim 1, A railway vehicle and a data server are provided, The railway vehicle includes: A storage battery, A battery control device that controls the battery; a battery information recording unit that records the battery information output from the battery control device; an operation information recording unit that records the operation information; a data acquisition device that acquires the storage battery information from the storage battery information recording unit and the operation information from the operation information recording unit; A communication device connected to the data acquisition device for transmitting and receiving data to and from the data server; Equipped with The data server includes: an operation information and storage battery information storage unit that stores the operation information and the storage battery information; A weather information acquisition unit that acquires the weather information; a battery temperature and charging rate prediction unit that predicts the battery temperature and the charging rate based on the operation information and the storage battery information of the operation information and storage battery information accumulation unit and the weather information of the weather information acquisition unit; the over-temperature determination unit determining whether the battery temperature predicted by the battery temperature and charging rate prediction unit is within a battery usable temperature range; a battery shortage determination unit that determines whether the charging rate predicted by the battery temperature and charging rate prediction unit is a charging rate at which the vehicle can run; an upper limit charging current value determination unit that outputs the upper limit charging current value when the over-temperature determination unit determines that the battery temperature is within a battery usable temperature range and when the power shortage determination unit determines that the charging rate is a charging rate that allows running; A battery storage system comprising:

10. A railway vehicle, A storage battery, A battery control device that controls the battery; a battery information recording unit that records the battery information output from the battery control device; an operation information recording unit that records operation information; a data acquisition device that acquires the storage battery information from the storage battery information recording unit and the operation information from the operation information recording unit; A communication device connected to the data acquisition device for transmitting and receiving data to and from a data server; A railway vehicle equipped with:

11. A data server for a railway vehicle battery storage system, comprising: an operation information and storage battery information storage unit that stores operation information and storage battery information; A weather information acquisition unit for acquiring weather information; a battery temperature and charging rate prediction unit that predicts a battery temperature and a charging rate based on the operation information and the storage battery information of the operation information and storage battery information accumulation unit and the weather information of the weather information acquisition unit; an over-temperature determination unit that determines whether the battery temperature predicted by the battery temperature and charging rate prediction unit is within a battery usable temperature range; a battery shortage determination unit that determines whether the charging rate predicted by the battery temperature and charging rate prediction unit is a charging rate at which the vehicle can run; an upper limit charging current value determination unit that outputs an upper limit charging current value when the over-temperature determination unit determines that the battery temperature is within a battery usable temperature range and when the power shortage determination unit determines that the charging rate is a charging rate that allows running; A data server comprising:

12. A method for controlling a battery system for a railway vehicle, comprising: A control method for a battery system which predicts battery temperature from operation information, battery information, and weather information, and, if the predicted battery temperature deviates from a usable temperature range of the battery, outputs an upper limit charging current value at which the battery temperature is within the usable temperature range of the battery and at which the charging rate is sufficient for driving.

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