Travel pattern determination device and travel pattern determination method

Abstract

To solve the problem in which, when the CCV of a storage battery becomes high, regenerative electric power may be insufficiently recovered via control that reduces regenerative electric current.SOLUTION: The present invention relates to generating an electric braking pattern for a prescribed braking notch, generating a provisional travel pattern on the basis of the generated electric braking pattern and a target arrival time at a target location, calculating the terminal voltage of a storage battery using the SOC of the storage battery for the generated provisional travel pattern, and determining a travel pattern of a railway vehicle from the provisional travel pattern using the result of calculating the terminal voltage of the storage battery.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present invention relates to a running pattern determination device and a running pattern determination method for a railway vehicle (hereinafter also simply referred to as a "vehicle"). [Background technology]

[0002] In order to reduce the environmental impact, it is expected that fossil fuel-powered automobiles and diesel railcars will be replaced by electric vehicles and battery-powered vehicles, respectively. Electric vehicles and battery-powered vehicles are equipped with storage batteries on the car body. This not only means that they do not emit carbon dioxide when accelerating, but also improves energy efficiency by converting kinetic energy into electrical energy through regenerative braking during braking to charge the storage battery.

[0003] Although storage batteries are installed on the vehicle body, the space available for installation is limited, so extending the driving range is one of the challenges for electric vehicles and battery-powered vehicles. To extend the driving range, it is necessary to reduce the amount of power consumed, and in particular to maximize the amount of regenerative power generated by the power regenerative brake. In general, when applying the desired strong brakes when the vehicle speed is high, the desired braking force is insufficient with the power regenerative brake alone, so the shortage is compensated for by the mechanical brake. Since the mechanical brake consumes kinetic energy as heat energy, it is equivalent to a reduction in the amount of regenerative power. In other words, in order to reduce the amount of power consumed, it is desirable to generate a brake pattern that does not use the mechanical brake.

[0004] JP 2017-85688 A (Patent Document 1) states that "the automatic train operation device comprises a maximum braking force setting means for setting the maximum braking force characteristics of the train's own train's all-electric brakes based on at least the train's load response information, and a cruising speed setting means for setting a cruising speed to the next station using the maximum braking force of the all-electric brakes based on information on the maximum braking force characteristics and the target arrival time of the next station, in order to stop at the next station before the target arrival time. Further, the device comprises a braking pattern determination means for determining a braking pattern for the interval between stations to the next station based on the cruising speed information, and automatically controls the train's running speed based on the cruising speed and the braking pattern" (see abstract). [Prior art documents] [Patent documents]

[0005] [Patent Document 1] JP 2017-85688 A Summary of the Invention [Problem to be solved by the invention]

[0006] The inventors have thoroughly studied railway vehicle operation control and have come to the following findings. Patent Document 1 is originally intended for trains that are not equipped with storage batteries. In addition, if the technology disclosed in Patent Document 1 is applied to railway vehicles equipped with storage batteries, only one brake pattern is generated, so that when the electric braking force becomes strong, the regenerative current flowing through the storage battery increases, and the terminal voltage of the storage battery (hereinafter, CCV: Closed Circuit Voltage) becomes high.

[0007] On the other hand, because the CCV range of storage batteries is determined by their specifications, in railway vehicles equipped with storage batteries, control is performed to suppress the regenerative current so that the CCV of the storage battery does not become too high. In other words, the electric brake is suppressed to suppress the regenerative current. The suppressed amount is then compensated for by the mechanical brake.

[0008] Therefore, when the technology of Patent Document 1 is applied to a railway vehicle equipped with a storage battery, if the CCV of the storage battery becomes high, there are cases in which the regenerative power cannot be sufficiently recovered by the control that suppresses the regenerative current.

[0009] An object of the present invention is to recover more regenerative power and reduce power consumption in a railway vehicle equipped with a storage battery when the vehicle is running using a braking pattern that uses electric brakes. [Means for solving the problem]

[0010] The present invention relates to generating an electric brake pattern for a predetermined brake notch, generating a provisional running pattern based on the generated electric brake pattern and a target arrival time at a destination point, calculating the terminal voltage of a storage battery using the SOC of the storage battery for the generated provisional running pattern, and determining a running pattern for a railway vehicle from the provisional running pattern using the calculation result of the terminal voltage of the storage battery. Effect of the Invention

[0011] According to the present invention, when a railway vehicle equipped with a storage battery runs using a braking pattern that uses electric brakes, the results of calculating the terminal voltage of the storage battery can be used to determine a running pattern for the railway vehicle that can recover more regenerative power, thereby reducing power consumption. [Brief description of the drawings]

[0012] [Figure 1] 1 is a schematic diagram of a vehicle according to a first embodiment. [Diagram 2] 1 is a circuit diagram of a power conversion system according to a first embodiment. [Diagram 3] 1 is a diagram illustrating an example of the overall configuration of an automatic train operation device according to a first embodiment. [Figure 4] 1 is an equivalent circuit diagram of a storage battery according to a first embodiment. [Diagram 5] 2 is an operation flowchart of the automatic train operation device according to the first embodiment. [Figure 6]4 shows characteristics of electric braking force and regenerative power of the vehicle according to the first embodiment. [Figure 7] 4 is an example of a pattern generated by the automatic train operation device according to the first embodiment. [Figure 8] 4 shows the results of calculation of each amount of power in the pattern generated by the automatic train operation device according to the first embodiment. [Figure 9] FIG. 11 is a diagram illustrating an example of an overall configuration of a train operation support device according to a second embodiment. [Figure 10] FIG. 11 is a diagram illustrating an example of the overall configuration of an automatic train operation device according to a third embodiment. [Figure 11] 11 is a flowchart of an automatic train operation device according to a third embodiment. [Figure 12] 13 is a flowchart of an automatic train operation device according to a fourth embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013] In the following, in each embodiment, an automatic train operation device 200 and a train operation support device 700, which are examples of a running pattern determination device, will be described with reference to the drawings. Note that the drawings are used for understanding the invention and do not restrict the scope of the right. EXAMPLES

[0014] Fig. 1 is a schematic diagram of a vehicle 3 according to this embodiment. As shown in Fig. 1, the vehicle 3 receives power from an overhead line 1 via a current collector 4, and is driven by an electric motor 5 to rotate wheels 7 to move forward or backward. Here, the voltage of the overhead line 1 is described as 20 kV AC. As electrical equipment for driving the vehicle 3, a circuit breaker 8, a main transformer 9, a power converter 10, a storage battery box 11, and an automatic train operation device 200 are mounted. The power converter 10 is controlled based on a signal output from the automatic train operation device 200.

[0015] Although each electrical device shown in Fig. 1 is shown in a separate box, the packaging density may be increased by storing some or all of the electrical devices in a single box. Although the circuit breaker 8 is mounted on the roof of the car 3, it may be mounted under the floor, and the other electrical devices may be mounted in any space of the car 3. If the voltage of the overhead line 1 is DC, the main transformer 9 may be a DC reactor. The rail 2 also serves as an electrical ground. The electric motor 5 is mounted on a bogie 6, which supports the car 3.

[0016] The motor 5 may be either an induction motor or a permanent magnet synchronous motor. In the case of induction motors, a single power conversion device 10 can drive a plurality of motors 5. On the other hand, in the case of synchronous motors, the number of motors 5 that can be driven by a single power conversion device 10 is limited to one. The configuration of the power conversion system will be described below.

[0017] 2 is a circuit diagram of a power conversion system in a vehicle 3 according to this embodiment. In the power conversion system, power from an overhead line 1 is received by a current collector 4, and the power is supplied to a power conversion device 10 after being converted in voltage level by a main transformer 9 via a circuit breaker 8. A charging circuit composed of contactors 13a, 13b and a charging resistor 14a is mounted as part of the power conversion device 10 downstream of the main transformer 9. Note that these charging circuits may be mounted in a box separate from the power conversion device 10, and the circuit breaker 8 and the main transformer 9 may be housed in the same box as the power conversion device 10.

[0018] The power converter 10 has a function of converting the AC power received by the current collector 4 into DC power, and then converting it into AC power to control the power of the motor 5. The power converter 10 is composed of switching elements Q1 to Q10, anti-parallel diodes D1 to D10, and a filter capacitor 15. The switching elements Q7-Q8 group and the switching elements Q9-Q10 group are connected in series, and have the function of AC-DC power conversion when viewed from the overhead line 1. Similarly, the switching elements Q1-Q2 group, the switching elements Q3-Q4 group, and the switching elements Q5-Q6 group are connected in series, and have the function of DC-AC power conversion when viewed from the overhead line 1. In this embodiment, the power converter 10 is described as having a two-level circuit configuration as an example, but it can also be applied to a multi-level circuit configuration of three or more levels.

[0019] When the switching elements Q1 to Q10 are IGBTs (Insulated Gate Bipolar Transistors), anti-parallel freewheeling diodes (hereinafter simply referred to as "diodes") D1 to D10 are required, which are connected in anti-parallel to the main terminals of each switching element. The diodes D1 to D10 pass a freewheeling current when each switching element Q1 to Q10 is off.

[0020] On the other hand, when the switching elements Q1 to Q10 are MOSFETs (Metal Oxide Semiconductor Field Effect Transistors), the body diodes of the MOSFETs may be used as the diodes D1 to D10. In this way, when the switching elements Q1 to Q10 are MOSFETs or the like and have body diodes, the body diodes of the MOSFETs may be used without connecting diodes in anti-parallel to the switching elements Q1 to Q10. By using the body diodes as freewheeling diodes, the number of diodes D1 to D10 chips can be reduced, and the power conversion device 10 can be made smaller.

[0021] In addition, two switching elements (e.g., Q1 and Q2) connected in series may be housed in the same package to form a 2-in-1 package. In this case, the power conversion device 10 can be made smaller than a 1-in-1 package. The switching elements Q1 to Q10 may be MOSFETs, IGBTs, or multi-gate IGBTs. By using these switching elements, power loss can be reduced and the power conversion device 10 can be made smaller.

[0022] The semiconductor materials of the switching elements Q1 to Q10 and the diodes D1 to D10 may be Si (silicon) or SiC (silicon carbide) or GaN (gallium nitride), which are semiconductors with a wider band gap than Si. These wide band gap semiconductors can reduce the generated loss compared to Si, allowing the power conversion device 10 to be miniaturized.

[0023] Battery box 11 is equipped with contactors 13c, 13d and a charging resistor 14b, which are a charging circuit, and also has a battery breaker 16 and a battery 17. Each device may not be installed inside battery box 11, but may be provided in a separate box.

[0024] The power conversion device 10 outputs pulsed AC power via a filter capacitor 15 by controlling the ON and OFF states of switching elements Q1 to Q10. This AC power is supplied to the electric motor 5 and converted into mechanical energy, which drives the vehicle 3 forward or backward. When the vehicle 3 is connected to the overhead line 1, the power source is either the overhead line 1 or a storage battery 17, or both, and when the vehicle 3 is not connected to the overhead line 1, the power source is the storage battery 17.

[0025] When the vehicle 3 decelerates, the motor 5 becomes a generator as a power regenerative brake and outputs three-phase AC power, which is converted to AC-DC power using switching elements Q1-Q6 and diodes D1-D6. This regenerative power is used as power for moving other powered vehicles (not shown) forward or backward via an AC-DC power converter consisting of switching elements Q7-Q10 and diodes D7-D10 and the overhead line 1, or it charges the storage battery 17. If strong braking is to be achieved while the vehicle 3 is traveling at high speed, the mechanical brake is activated because the braking force provided by the power regenerative brake alone is insufficient. The mechanical brake consumes kinetic energy as heat energy, so the amount of regenerative power that can be charged to the storage battery is reduced.

[0026] Here, the storage battery 17 has an internal impedance (not shown). Therefore, when a current flows from the storage battery 17 to the electric motor 5 in order for the vehicle 3 to accelerate, the CCV of the storage battery 17 becomes lower than the open circuit voltage (hereinafter, OCV: Open Circuit Voltage). Conversely, when a current flows from the electric motor 5 to the storage battery 17 due to the power regenerative braking in decelerating the vehicle 3, the CCV of the storage battery 17 becomes higher than the OCV. Here, in order to protect the storage battery 17 from overvoltage, if the CCV becomes higher than a predetermined value, the power regenerative braking force is weakened and may be compensated for by a mechanical brake.

[0027] Signals that control the ON and OFF states of the switching elements Q1 to Q10 are generated by a logic unit 12. The logic unit 12 is connected to an automatic train operation device 200, and controls the electric motor 5 so that the vehicle 3 accelerates and decelerates according to a pattern output from the automatic train operation device 200. The configuration of the automatic train operation device 200 will be described below.

[0028] 3 is a diagram showing an example of the overall configuration of an automatic train operation device 200 according to this embodiment. The automatic train operation device 200 has a running pattern planning means 201 and an operation command calculation means 206, and outputs a control command. The control command is a notch command for accelerating or decelerating the vehicle 3.

[0029] The travel pattern planning means 201 has a brake pattern generating means 202 that generates a plurality of brake patterns based on the travel condition information I1. Here, the travel condition information I1 includes the load capacity of the vehicle 3 and the target arrival time, and further preferably includes weather information, scheduled departure time, route conditions, vehicle conditions, etc. In addition, when generating a brake pattern, it is preferable to use a brake notch with a stronger braking force. This is because a stronger braking force can reduce the time required for deceleration, which leads to a reduction in maximum speed due to a longer period of travel at high speed before deceleration, and is expected to reduce power consumption.

[0030] The constant speed / coasting / acceleration pattern generating means 203 generates a plurality of acceleration patterns based on the generated braking patterns. Here, the constant speed / coasting / acceleration pattern generating means 203 may generate acceleration patterns using the operation condition information I1. Furthermore, if the target arrival time cannot be met when the generated braking patterns and acceleration patterns are combined, a constant speed, coasting, or both are inserted as necessary. As described above, a provisional traveling pattern is generated by inserting a constant speed, coasting, or both into the braking pattern and acceleration pattern.

[0031] The battery states, such as the temperature of the battery 17, the SOC (State Of Charge) indicating the charging state and charging rate of the battery 17, and the SOH (State Of Health) indicating the health and deterioration degree of the battery 17, are detected by a battery state detection means (not shown) and transmitted to the automatic train operation device 200 via the logic unit 12. Here, the information exchange between the logic unit 12 and the automatic train operation device 200 may be wired or wireless. The state of the battery 17 is written to the CCV calculation means 204 of the running pattern planning means 201.

[0032] The CCV calculation means 204 has an equivalent circuit model of the storage battery 17 therein, and calculates a CCV for one provisional driving pattern generated by the brake pattern generation means 202 and the constant speed / coasting / acceleration pattern generation means 203. That is, one CCV (for example, a graph with the horizontal axis being the vehicle position [km] and the vertical axis being the CCV [V]) is calculated for one provisional driving pattern (for example, a graph with the horizontal axis being the vehicle position [km] and the vertical axis being the vehicle speed [km / h]). After the provisional driving pattern is generated by the brake pattern generation means 202 and the constant speed / coasting / acceleration pattern generation means 203, an operation is performed to calculate a CCV for the provisional driving pattern. As a result, a CCV corresponding to each provisional driving pattern is calculated for a plurality of provisional driving patterns. At that time, not only the provisional driving pattern but also information such as the load stress and the scheduled departure time used by the brake pattern generation means 20 may be directly used. In addition, when calculating the CCV, it is desirable to take into account the storage battery information I2. Here, the storage battery information I2 refers to information such as the storage battery temperature, SOC, and SOH.

[0033] The travel pattern determination means 205 uses the calculation results of the CCV corresponding to a plurality of provisional travel patterns to determine the travel pattern of the vehicle 3 while the CCV is less than the upper limit value. Here, it is preferable to determine the provisional travel pattern having a large braking force characteristic as the travel pattern of the vehicle 3. In addition, the operation condition information I1 may be used when determining. Here, whether the CCV is less than the upper limit value is determined based on the entire provisional travel pattern. In addition, the upper limit value of the CCV is set, for example, as a value at which the mechanical brake operates. At this time, by setting the CCV to less than the upper limit value, it is possible to realize the electric brake without operating the mechanical brake, and the amount of regenerative power can be increased. In addition, the upper limit value can also be set as a value at which the deterioration of the storage battery 17 is unlikely to progress. In this case, it is possible to increase the amount of regenerative power while preventing the deterioration of the storage battery 17. Furthermore, it is preferable to use the maximum braking force at which the CCV is less than the upper limit value so that the amount of power consumption can be reduced by reducing the acceleration time and cruising speed.

[0034] As a result of the above, the driving pattern of the vehicle 3 is determined by the driving pattern planning means 201. Here, in one example of the driving pattern, the horizontal axis represents the vehicle position [km] and the vertical axis represents the vehicle speed [km / h], and the driving pattern planning means 201 generates the corresponding graph.

[0035] The driving command calculation means 206 generates driving commands to realize the driving pattern generated by the driving pattern planning means 201. At that time, vehicle information I3 may be used. The vehicle information I3 is information including the vehicle position, the vehicle speed, etc. Here, the driving command is an acceleration notch or a braking notch at the vehicle position. That is, the driving command calculation means 206 generates an acceleration notch or a braking notch at the vehicle position. By outputting this driving command, the automatic train operation device 200 causes the vehicle 3 to run in accordance with the driving pattern planned by the driving pattern planning means 201.

[0036] The automatic train operation device 200 may be mounted on the vehicle 3 shown in FIG. 1, or may be implemented on the ground side without being mounted on the vehicle 3.

[0037] FIG. 4 shows an equivalent circuit of the storage battery 17 according to this embodiment. As an example, the equivalent circuit of the storage battery 17 is composed of an OCV 1000, an internal resistance 1001, and a parallel circuit of an internal resistance 1002 and a capacitor 1003, and the CCV of the storage battery 17 is calculated using this equivalent circuit. The equivalent circuit of the storage battery 17 is not limited to the configuration of FIG. 4, and may use other models or include other components. Here, the OCV 1000, the internal resistances 1001 and 1002, and the capacitor 1003 are not fixed values, and may change depending on the state of the storage battery 17, such as the SOC and temperature. By changing each constant depending on the state of the storage battery 17, the CCV of the storage battery 17 can be calculated with higher accuracy. Also, each constant may change by referring to a function or a table. The CCV of the storage battery 17 can be calculated by solving a circuit equation using this equivalent circuit and the electric current flowing through the storage battery 17.

[0038] 5 shows an operation flowchart of the automatic train operation device 200 according to this embodiment. The operation of each step in the flowchart will be described below.

[0039] Step 300 is the start of this flowchart. The flowchart starts after the train has stopped at a station, passengers have boarded and disembarked, and the adaptive load has been measured. By using the adaptive load to correct the braking force characteristics and the pulling force characteristics, a constant acceleration / deceleration can be obtained, making it possible to improve the ride comfort of the vehicle 3.

[0040] In step 301 , the state of the storage battery 17 is detected using the state detection means, and the storage battery information I 2 is written to the CCV calculation means 204 of the travel pattern planning means 201 .

[0041] In step 302, a provisional travel pattern is generated as a candidate for the travel pattern of the vehicle 3. It is desirable that the provisional travel pattern is generated so as to comply with the distance to the destination, the scheduled departure time, the target arrival time, and the speed limit of the vehicle 3. The destination is, for example, the next station, the end point, or a place where a stop is scheduled, but for simplicity, it will be described as the next station below. An example of a provisional travel pattern is a graph with the horizontal axis being the vehicle position [km] and the vertical axis being the vehicle speed [km / h]. When generating the provisional travel pattern, the braking force characteristics are set to use only the regenerative braking (A → B → B' → C → D in FIG. 7). There are several possible methods for generating the provisional travel pattern, and one example is as follows. First, a braking pattern is generated. Here, it is desirable to generate an all-electric braking pattern using only the regenerative braking, and in particular, it is most desirable to generate it using the maximum braking force characteristics of all the electric braking patterns, but a braking pattern using a braking force characteristic that is not the maximum may be generated, and a mechanical brake may also be used in combination. Next, an acceleration pattern is generated using the maximum traction force characteristics (not shown). A provisional running pattern is generated by connecting the generated acceleration pattern and braking pattern. This pattern does not include coasting or constant speed because braking is applied after acceleration, making it the fastest running pattern. Since the provisional running pattern must comply with the target arrival time to the next station, if the running time in the fastest running pattern is shorter than the target arrival time, it is necessary to insert constant speed and coasting between acceleration and braking. By adjusting the position where this constant speed and coasting is inserted, a provisional running pattern that satisfies the target arrival time is generated. Note that the CCV of the storage battery 17 does not need to be taken into consideration when generating the provisional running pattern.

[0042] In step 303, the CCV in the provisional driving pattern is calculated. An example of the result of the CCV calculation is a graph with the horizontal axis representing the vehicle position [km] and the vertical axis representing the CCV [V]. When calculating the CCV, it is desirable to take into account the battery information I2 in addition to the provisional driving pattern.

[0043] In step 304, it is determined whether the CCV is equal to or greater than the upper limit in all sections of the provisional driving pattern. If the CCV is equal to or greater than the upper limit, the process proceeds to step 305. If the CCV is less than the upper limit, the process proceeds to step 309.

[0044] If the CCV is equal to or greater than the upper limit in step 304, one of the causes is that a large regenerative current flows to the storage battery 17 due to the strong power regenerative braking. Therefore, in order to suppress the CCV, the power regenerative braking is suppressed by reducing the brake notch. Reducing the brake notch is one means of suppressing the power regenerative braking, and in step 305, it is determined whether the brake notch can be reduced with respect to the current brake notch. If the brake notch can be reduced, the process proceeds to step 306, and if the brake notch cannot be reduced, that is, if the current brake notch is the minimum brake notch, the process proceeds to step 399 and the flowchart ends. If the brake notch is the minimum brake notch and the flowchart ends because the brake notch cannot be reduced, the CCV may reach the upper limit and the mechanical brake may be used, but since the CCV is less likely to reach the upper limit than in the case of a larger brake notch, a larger regenerative power can be recovered and a reduction in power consumption can be expected. Note that the method of weakening the power regenerative braking force is not limited to reducing the brake notch, and may be implemented inside the driving pattern planning means 201.

[0045] Step 306 reduces the brake notch. By reducing the brake notch, it is possible to prevent an instantaneous increase in the CCV, and it becomes difficult for the CCV to reach the upper limit value, so that it is possible to suppress the use of the mechanical brake.

[0046] Step 307 generates a braking pattern with the braking notch reduced in step 306 .

[0047] In step 308, constant speed, coasting, and acceleration patterns are generated. At this time, it is desirable to select a high acceleration notch in order to reduce the amount of powering electricity. The constant speed and coasting patterns may be provided as necessary, or neither may be required. "As necessary" means, for example, providing constant speed and coasting depending on the scheduled departure time, weather conditions at the target arrival time, etc. In this way, the CCV is calculated again in step 303 for the new provisional traveling pattern in which the brake notch has been reduced. By repeating steps 303 to 308, it is possible to generate a provisional traveling pattern in which the CCV is less than the upper limit value.

[0048] If the CCV is less than the upper limit in step 304, the process proceeds to step 309. In step 309, the driving time is calculated based on the generated provisional driving pattern. An example of the driving time may be a graph with the horizontal axis being the vehicle position [km] and the vertical axis being the driving time [sec], or a single calculated value.

[0049] In step 310, it is determined whether the calculated running time and vehicle speed are within the target range. Since punctuality is important for railways, it is necessary to generate a provisional running pattern that sets the running time within the target range. In addition, since speed limits are set according to the vehicle position, this speed must be observed. If it is within the target range, the process proceeds to step 399, where the flowchart ends, and if it is outside the target range, the process proceeds to step 311.

[0050] Step 311 judges whether or not the brakes can be applied early. This is to adjust the braking start position and bring the running time within the target range. For example, braking early is possible when there is a constant speed or coasting before the braking start. Although braking early is described here, the same effect can be obtained by adjusting the acceleration time to bring the running time within the target range, so step 311 may also judge whether or not the running time can be extended. For example, the acceleration time can be extended when there is a constant speed or coasting after acceleration. If braking early is possible, proceed to step 312, and if not, return to step 305.

[0051] Step 312 is a process of advancing the braking start position. By advancing the braking start position, the vehicle speed increases, and the traveling time can be shortened. Again, instead of advancing the braking start position, the acceleration time may be extended.

[0052] In step 313, a brake pattern is generated at the brake start position that was advanced in step 312. Here, too, the brake pattern may be generated at a brake start position that is determined by extending the acceleration time.

[0053] In step 314, constant speed, coasting, and acceleration patterns are generated. At this time, it is desirable to select a high notch for the acceleration notch in order to reduce the amount of power running. Furthermore, the constant speed and coasting patterns may be provided as necessary, and neither may be required. Thus, for example, an acceleration pattern in an acceleration notch with maximum tractive force characteristics and a coasting pattern provided to meet the target departure and arrival time are generated. Then, in step 303, the CCV is calculated again for a new provisional traveling pattern consisting of a braking pattern in which the braking start position is advanced, and a constant speed, coasting, and acceleration pattern. By repeating steps 303 and 309 to 314, it becomes possible to set a braking start position at a specified braking notch where the CCV is less than the upper limit value and the traveling time and vehicle speed are within the target range, and generate a provisional traveling pattern.

[0054] Fig. 6 shows the characteristics of the electric brake force and regenerative power of vehicle 3 according to this embodiment. The horizontal axis is vehicle speed [km / h], and the vertical axis is electric brake force [kN] and regenerative power [kW] from top to bottom. For simplicity, the electric brake force is shown as two types, strong brake Br1 and weak brake Br2, but it is desirable to be able to set more electric brake forces. Also, since regenerative power is correlated with the multiplication of vehicle speed and electric brake force, an example is shown as the multiplication of the two.

[0055] Fig. 7 is an example of a pattern generated by the automatic train operation device 200 according to this embodiment. For simplicity, the provisional running pattern is shown as RC1, and the running pattern in this embodiment is shown as RC2. The horizontal axis is the vehicle position x [km] in both cases, and the vertical axis is the vehicle speed [km / h], CCV [V], and running time [sec] from the top. Here, for simplicity, the upper limit speed is shown as V1, and the upper and lower limits of the CCV are shown as CCV1 and CCV2, respectively.

[0056] As shown in Fig. 7, vehicle 3 starts running at vehicle position x0 and stops at the next station at vehicle position x3. Here, the provisional running pattern is a running pattern generated using the pattern of electric brake force Br1 shown in Fig. 6. Since it is assumed that no mechanical brakes are used and only regenerative brakes are used, the electric brake force operates on the line B' → B → A shown in Fig. 6. In other words, this is an operation in which the electric brake force is made variable according to the vehicle speed in the braking section x2 to x3.

[0057] The CCV is calculated for the provisional driving pattern shown in Fig. 7. The provisional driving pattern shown in this embodiment exceeds the CCV upper limit. This is because a strong braking force is applied when the vehicle speed is high, and the regenerative power characteristic shown in Fig. 7 moves along line B'→B. In this case, the regenerative power is high, so the regenerative current of the storage battery 17 becomes large, and the SOC of the storage battery 17 becomes high, so the CCV becomes high.

[0058] In the driving device according to the present embodiment, the brake force is reduced in order to reduce the CCV. Specifically, the brake pattern is generated using the pattern of the weak brake Br2 shown in FIG. 6. By using the weak brake Br2, the regenerative power characteristic shown in FIG. 6 moves along the line B'→A. At this time, when the vehicle speed decreases due to braking, the regenerative power, i.e., the regenerative current, also decreases. As a result, the SOC of the storage battery 17 increases, so the OCV increases, but the regenerative current decreases, so the voltage rise caused by the internal impedance of the storage battery decreases, and as a result, the CCV decreases according to the vehicle speed. As a result, by starting braking with the weak brake force Br2 at the vehicle position x2', the CCV becomes equal to or less than the upper limit value CCV1. By calculating the CCV with the brake force characteristic changed in this way, the brake pattern can be determined.

[0059] After the brake pattern is determined, the brake start position is advanced to generate a drive pattern that satisfies the target running time. In the case of the provisional drive pattern RC1 using the strong brake Br1, the brake start position is x2, whereas in the case of the weak brake Br2, the brake start position acceleration end position is advanced to x2' to satisfy the target running time. At this time, the vehicle speed is equal to or lower than the upper limit V1. As a result of the above, the drive pattern RC2 of this embodiment can be generated. In the provisional drive pattern RC1, the CCV exceeds the upper limit, so that the mechanical brake is used instead of the electric brake so as not to exceed it. In the drive pattern RC2 in which the brake notch is reduced and the brake is advanced in the flow of this embodiment, the CCV does not reach the upper limit. Therefore, in the drive pattern according to this embodiment, it is possible to reduce power consumption by generating more regenerative power, and to realize operation within the target running time.

[0060] FIG. 8 shows the results of calculation of each power amount in the pattern generated by the automatic train operation device 200 according to the present embodiment. For simplicity, the powering power amount is E1, and the powering end position of the running pattern of this embodiment is longer than that of the provisional running pattern from x1 to x1', that is, the powering time is longer, so the powering power amount is larger. On the other hand, by generating a running pattern that makes the CCV equal to or lower than the upper limit, it is possible to realize an electric brake without using a mechanical brake. As a result, the running pattern of this embodiment can increase the amount of regenerative power compared to the provisional running pattern. The amount of power consumption is the difference between the amount of powering power and the amount of regenerative power, and the running pattern of this embodiment can reduce the amount of power consumption. The reduction in the amount of power consumption has the effect of extending the running distance with the storage battery 17 with the same storage battery capacity, for example. EXAMPLES

[0061] 9 is a diagram showing an example of the overall configuration of a train operation support device 700 according to this embodiment. The functions and effects of the running pattern planning means 201 and the operation command calculation means 206 are the same as those of the first embodiment, so their explanation will be omitted. The differences from the first embodiment and their effects will be explained below.

[0062] The difference from the first embodiment is that the driving command calculated by the driving command calculation means 206 provides driving support to the driver as the train driving support device 700. In the first embodiment, the automatic train driving device 200 runs according to the generated driving command, but in the second embodiment, the driving command is transmitted to the driver and the train is driven. The method of transmitting the driving command to the driver may be, for example, a method of displaying an instruction for acceleration notch or deceleration notch for each position or range on a screen that shows the section to be traveled and the current position of the vehicle 3. Alternatively, for example, a method of transmitting the notch instruction by voice guidance, or a method of transmitting the above two in combination may be used. In this way, by transmitting the driving command to the driver via the train driving support device 700 and running according to the driving command, it becomes possible to run with an energy-saving running pattern that takes into account the CCV of the storage battery 17 even when the driver is present, rather than the automatic driving shown in the first embodiment. EXAMPLES

[0063] Fig. 10 is a diagram showing an example of the overall configuration of an automatic train operation system 200 according to this embodiment. Differences from Fig. 3 and effects thereof will be described below.

[0064] The power consumption calculation unit 800 shown in Fig. 10 calculates the power consumption for each of the generated multiple provisional driving patterns. The calculated power consumption is stored in the power consumption storage unit 801. The driving pattern determination means 802 determines the driving pattern with the minimum power consumption among the stored power consumptions. The driving command calculation means 206 generates a driving command based on the determined driving pattern.

[0065] FIG. 11 is a flowchart of the automatic train operation device 200 according to the present embodiment. The differences from FIG. 5 and the effects are described below. In step 900, the power consumption for the generated provisional running pattern is calculated and stored. By repeating the flowchart shown in FIG. 11, a plurality of provisional running patterns are generated, and the power consumption corresponding to each provisional running pattern is calculated and stored. In addition, in FIG. 11, step 900 is provided after the CCV is calculated in step 303, but the power consumption may be calculated and stored only for the provisional running pattern whose running time and vehicle speed are within the target range in step 310. By doing so, it is possible to expect a reduction in calculation cost, calculation time, and required memory. In addition, in the calculation of the power consumption, it is desirable to also consider the reduction in the amount of regenerative power due to the use of the mechanical brake when the CCV reaches the upper limit value. By considering the CCV, the power consumption due to the mechanical brake can be considered, which is effective in selecting an energy-saving running pattern.

[0066] If the brake notch cannot be reduced in step 305, that is, if the current brake notch is the minimum, the process proceeds to step 911.

[0067] In step 911, the travel pattern corresponding to the smallest power consumption among the stored power consumption amounts is selected. By repeating the flowchart shown in FIG. 5 of the first embodiment, a provisional travel pattern can be generated in which the CCV satisfies the upper limit value and the travel time falls within the target range, but reducing the brake notch lengthens the acceleration time and increases the amount of power running. In other words, reducing the mechanical brake increases the amount of regenerative power, but extending the acceleration time increases the amount of power running. Therefore, by calculating the power consumption for each provisional travel pattern, a travel pattern with smaller power consumption can be selected. According to this embodiment, energy saving can be achieved by calculating the power consumption taking into account the CCV in each provisional travel pattern and selecting the travel pattern with the smallest power consumption. EXAMPLES

[0068] Fig. 12 is a flow chart of the automatic train operation system 200 according to this embodiment. The differences from Fig. 5 and the effects thereof will be described below.

[0069] In the flowchart shown in FIG. 12, after the CCV is calculated in step 303, a step is added in which it is determined in step 400 whether the CCV is equal to or less than a lower limit. Here, whether the CCV is equal to or less than the lower limit is determined based on the entire provisional driving pattern. If it is equal to or less than the lower limit, the process proceeds to step 401, and if it is greater than the lower limit, the process proceeds to step 304. If the process proceeds to step 304, a provisional driving pattern is generated with the details described in the first embodiment. Here, the lower limit is set, for example, as a value at which the storage battery 17 becomes over-discharged or a value at which the deterioration of the storage battery 17 is unlikely to progress.

[0070] The process proceeds to step 401 in the case where the CCV is equal to or lower than the lower limit. One of the causes of the CCV being equal to or lower than the lower limit is that the discharge current of the storage battery 17 is large. As a countermeasure to this, the acceleration notch is reduced to suppress the discharge current of the storage battery 17. In step 401, it is determined whether the acceleration notch can be reduced, and if it can be reduced, the process proceeds to step 401, and if it cannot be reduced, i.e., the current acceleration notch is the lowest acceleration notch, the process proceeds to step 399 and the flow chart ends.

[0071] Step 402 reduces the acceleration notch. By reducing the acceleration notch, it is possible to prevent the CCV from falling below the lower limit.

[0072] Step 403 generates an acceleration pattern and a constant speed and coasting pattern so that the travel time and vehicle speed are within the target range at the reduced acceleration notch.

[0073] A brake pattern is generated in step 404. By repeating steps 312 to 316 in this manner, a provisional driving pattern that makes the CCV equal to or greater than the lower limit can be generated and determined as the driving pattern for the vehicle 3, thereby obtaining the effect of suppressing deterioration of the storage battery 17 due to overdischarge.

[0074] Therefore, by driving the vehicle in the driving pattern generated and determined by the flowchart in this embodiment, it is possible to recover more regenerative power and reduce power consumption while preventing over-discharge and deterioration of the storage battery 17.

[0075] Furthermore, according to the above embodiment, at least the following technical matters are included.

[0076] <Technical matters 1> A running pattern determination device that determines a running pattern of a railway vehicle equipped with a storage battery that stores regenerative power, generating an electric brake pattern for a given braking notch; generating a provisional driving pattern based on the generated electric brake pattern and a target arrival time at the target point; Calculating a terminal voltage of the storage battery using a SOC of the storage battery for the generated provisional driving pattern; Using the calculation result of the terminal voltage of the storage battery, a running pattern of the railway vehicle is determined from the provisional running pattern. A travel pattern determination device comprising:

[0077] <Technical matters 2> In the driving pattern determination device according to the above technical item 1, The electric brake pattern of the predetermined brake notch is a full electric brake pattern. A travel pattern determination device comprising:

[0078] <Technical matters 3> In the driving pattern determination device according to the above technical item 1 or 2, The terminal voltage of the battery is calculated using either or both of the SOH and the temperature of the battery in addition to the SOC of the battery. A travel pattern determination device comprising:

[0079] <Technical matters 4> In the driving pattern determination device according to any one of Technical Items 1 to 3, When a calculation result of the terminal voltage of the storage battery for the provisional running pattern is equal to or lower than a predetermined value, the provisional running pattern is determined as a running pattern of the railway vehicle; When the calculation result of the terminal voltage of the storage battery exceeds the predetermined value, an electric brake pattern with a reduced brake notch is regenerated, and a provisional driving pattern is regenerated based on the electric brake pattern with the reduced brake notch and a target arrival time at the target point. A travel pattern determination device comprising:

[0080] <Technical matters 5> In the driving pattern determination device according to any one of Technical Items 1 to 4, When generating or regenerating the provisional driving pattern, the maximum acceleration notch that can be selected is used. A travel pattern determination device comprising:

[0081] <Technical matters 6> In the driving pattern determination device according to any one of Technical Items 1 to 5, When the calculation result of the terminal voltage of the storage battery is less than a preset threshold value, a provisional driving pattern in which the acceleration notch is reduced is regenerated; When the calculation result of the terminal voltage of the storage battery is equal to or higher than the preset threshold value, it is determined whether the calculation result of the terminal voltage of the storage battery is equal to or lower than the predetermined value or exceeds the predetermined value. A travel pattern determination device comprising:

[0082] <Technical matter 7> In the driving pattern determination device according to the above technical item 1 or 3, Using the calculation result of the storage battery terminal voltage, calculate the power consumption amount for the provisional driving pattern; storing the calculated power consumption amount; The provisional running pattern corresponding to the minimum amount of power consumption among the stored amounts of power consumption is determined as the running pattern of the railway vehicle. A travel pattern determination device comprising:

[0083] <Technical matters 8> A driving pattern determination device according to any one of technical matters 1 to 7, A driving control command is issued based on the determined running pattern of the railway vehicle. A travel pattern determination device comprising:

[0084] <Technical matters 9> A driving pattern determination device according to any one of technical matters 1 to 8, Instruct the driver on driving operations based on the determined running pattern of the railway vehicle. A travel pattern determination device comprising:

[0085] <Technical matters 10> A railway vehicle equipped with a running pattern determination device according to any one of technical matters 1 to 9 above.

[0086] <Technical matters 11> A method for determining a running pattern of a railway vehicle equipped with a storage battery that stores regenerative power, comprising: generating an electric brake pattern for a given braking notch; generating a provisional driving pattern based on the generated electric brake pattern and a target arrival time at the target point; Calculating a terminal voltage of the storage battery using a SOC of the storage battery for the generated provisional driving pattern; Using the calculation result of the terminal voltage of the storage battery, a running pattern of the railway vehicle is determined from the provisional running pattern. A method for determining a travel pattern comprising:

[0087] <Technical matter 12> The driving pattern determination method according to Technical Item 11, The electric brake pattern of the predetermined brake notch is a full electric brake pattern. A method for determining a travel pattern comprising:

[0088] <Technical matter 13> In the travel pattern determination method according to Technical Item 11 or 12, The terminal voltage of the battery is calculated using either or both of the SOH and the temperature of the battery in addition to the SOC of the battery. A method for determining a travel pattern comprising:

[0089] <Technical matter 14> In the driving pattern determination method according to any one of Technical Items 11 to 13, When the calculation result of the terminal voltage of the storage battery for the provisional driving pattern is equal to or lower than a predetermined value, determining the provisional running pattern as the running pattern of the railway vehicle; When the calculation result of the terminal voltage of the storage battery exceeds the predetermined value, an electric brake pattern with a reduced brake notch is regenerated, and a provisional driving pattern is regenerated based on the electric brake pattern with the reduced brake notch and a target arrival time at the target point. A method for determining a travel pattern comprising:

[0090] <Technical matters 15> In the driving pattern determination method according to any one of Technical Items 11 to 14, When generating or regenerating the provisional driving pattern, the maximum acceleration notch that can be selected is used. A method for determining a travel pattern comprising:

[0091] <Technical matter 16> In the driving pattern determination method according to any one of Technical Items 11 to 15, When the calculation result of the terminal voltage of the storage battery is less than a preset threshold value, a provisional driving pattern in which the acceleration notch is reduced is regenerated; When the calculation result of the terminal voltage of the storage battery is equal to or higher than the preset threshold value, it is determined whether the calculation result of the terminal voltage of the storage battery is equal to or lower than the predetermined value or exceeds the predetermined value. A method for determining a travel pattern comprising:

[0092] <Technical matter 17> In the travel pattern determination method according to Technical Item 11 or 13, Using the calculation result of the storage battery terminal voltage, calculate the power consumption amount for the provisional driving pattern; storing the calculated power consumption amount; The provisional running pattern corresponding to the minimum amount of power consumption among the stored amounts of power consumption is determined as the running pattern of the railway vehicle. A method for determining a travel pattern comprising: [Explanation of symbols]

[0093] 1. Overhead Lines 2 Rail 3. Vehicle 4 Current collector 5 Electric motor 6 Carts 7 wheels 8 Circuit Breaker 9. Main Transformer 10 Power conversion device 11 Battery box 12 Logic section 13a, 13b, 13c, 13d contactor 14a, 14b charging resistor 15 Filter Capacitor 16 Battery circuit breaker 17 Storage battery 200 Automatic train operation device 201 Travel pattern planning means 700 Train operation support device Q1~Q10 Switching elements D1~D10 Diodes

Claims

1. A running pattern determination device that determines a running pattern of a railway vehicle equipped with a storage battery that stores regenerative power, generating an electric braking pattern for a predetermined braking notch; generating a provisional driving pattern based on the generated electric brake pattern and a target arrival time at the destination point; Calculating a terminal voltage of the storage battery using the SOC of the storage battery for the generated provisional driving pattern; Using a calculation result of the terminal voltage of the storage battery for each of the provisional running patterns, a provisional running pattern for which the calculation result is equal to or less than a predetermined value is determined as the running pattern of the railway vehicle. A travel pattern determination device characterized by:

2. 2. The driving pattern determination device according to claim 1, The electric brake pattern of the predetermined brake notch is a full electric brake pattern. A travel pattern determination device characterized by:

3. 3. The driving pattern determination device according to claim 1, The terminal voltage of the storage battery is calculated using either or both of the SOH of the storage battery and the temperature of the storage battery in addition to the SOC of the storage battery. A travel pattern determination device characterized by:

4. 2. The driving pattern determination device according to claim 1, If the calculation result of the terminal voltage of the storage battery exceeds the predetermined value, an electric brake pattern with a reduced brake notch is regenerated, and a provisional driving pattern is regenerated based on the electric brake pattern with the reduced brake notch and a target arrival time at the destination point. A travel pattern determination device characterized by:

5. 5. The driving pattern determination device according to claim 1, When generating or regenerating the provisional running pattern, the maximum acceleration notch that can be selected is used. A travel pattern determination device characterized by:

6. 5. The driving pattern determination device according to claim 1, If the calculation result of the terminal voltage of the storage battery is less than a preset threshold, a provisional driving pattern is regenerated with a reduced acceleration notch; When the calculation result of the terminal voltage of the storage battery is equal to or greater than the preset threshold value, it is determined whether the calculation result of the terminal voltage of the storage battery is equal to or less than the predetermined value or exceeds the predetermined value. A travel pattern determination device characterized by:

7. 2. The driving pattern determination device according to claim 1, Using the calculation result of the terminal voltage of the storage battery, calculate the amount of power consumption for the provisional driving pattern; storing the calculated power consumption amount; The temporary running pattern corresponding to the smallest amount of power consumption among the stored amounts is determined as the running pattern of the railway vehicle. A travel pattern determination device characterized by:

8. 8. The driving pattern determination device according to claim 1, 4 or 7, An operation control command is issued based on the determined running pattern of the railway vehicle. A travel pattern determination device characterized by:

9. 8. The driving pattern determination device according to claim 1, 4 or 7, Instruct the driver on driving operations based on the determined running pattern of the railway vehicle. A travel pattern determination device characterized by:

10. A railway vehicle equipped with the running pattern determination device according to any one of claims 1, 4 and 7.

11. A method for determining a running pattern of a railway vehicle equipped with a storage battery that stores regenerative power, comprising: generating an electric braking pattern for a predetermined braking notch; generating a provisional driving pattern based on the generated electric brake pattern and a target arrival time at the destination point; Calculating a terminal voltage of the storage battery using the SOC of the storage battery for the generated provisional driving pattern; Using a calculation result of the terminal voltage of the storage battery for each of the provisional running patterns, a provisional running pattern for which the calculation result is equal to or less than a predetermined value is determined as the running pattern of the railway vehicle. A method for determining a travel pattern, comprising:

12. 12. The method for determining a running pattern according to claim 11, The electric brake pattern of the predetermined brake notch is a full electric brake pattern. A method for determining a travel pattern, comprising:

13. 13. The travel pattern determination method according to claim 11 or 12, The terminal voltage of the storage battery is calculated using either or both of the SOH of the storage battery and the temperature of the storage battery in addition to the SOC of the storage battery. A method for determining a travel pattern, comprising:

14. 12. The travel pattern determination method according to claim 11, If the calculation result of the terminal voltage of the storage battery exceeds the predetermined value, an electric brake pattern with a reduced brake notch is regenerated, and a provisional driving pattern is regenerated based on the electric brake pattern with the reduced brake notch and a target arrival time at the destination point. A method for determining a travel pattern, comprising:

15. 15. The travel pattern determination method according to claim 11 or 14, When generating or regenerating the provisional running pattern, the maximum acceleration notch that can be selected is used. A method for determining a travel pattern, comprising:

16. 15. The travel pattern determination method according to claim 11 or 14, If the calculation result of the terminal voltage of the storage battery is less than a preset threshold, a provisional driving pattern is regenerated with a reduced acceleration notch; When the calculation result of the terminal voltage of the storage battery is equal to or greater than the preset threshold value, it is determined whether the calculation result of the terminal voltage of the storage battery is equal to or less than the predetermined value or exceeds the predetermined value. A method for determining a travel pattern, comprising:

17. 12. The travel pattern determination method according to claim 11, Using the calculation result of the terminal voltage of the storage battery, calculate the amount of power consumption for the provisional driving pattern; storing the calculated power consumption amount; The temporary running pattern corresponding to the smallest amount of power consumption among the stored amounts is determined as the running pattern of the railway vehicle. A method for determining a travel pattern, comprising:

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