Railway system and railway vehicle control method

Abstract

To improve regenerative narrowing grasping accuracy with consideration given to a relationship between the traveling position of a railway vehicle and regenerative energy which can be provided to a wiring.SOLUTION: A railway system comprises: an on-board side system mounted on a railway vehicle; and an on-ground side system that can communicate with the on-board side system. The on-board side system transmits vehicle generative data relating to regeneration of the railway vehicle to the on-ground side system. The on-ground side system includes a regenerative narrowing database constructed by storing at least data of the traveling section of the railway vehicle and data of regenerative narrowing of the railway vehicle on the basis of the vehicle generative data received from the on-board side system.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a railway system and a method for controlling a railway vehicle. [Background technology]

[0002] In response to global warming, there is a demand for improved energy efficiency in industrial and infrastructure equipment. Under these circumstances, railways (hereinafter sometimes referred to as "electric trains") that run on electricity supplied via overhead lines are equipped with regenerative brakes that convert kinetic energy into electricity when the vehicle brakes. The regenerative energy generated by these regenerative brakes can be used to power other vehicles via the overhead lines, making electric trains a highly energy-efficient form of mobility.

[0003] However, if there are no other powered vehicles around the vehicle during regenerative braking, the regenerative energy cannot be supplied to other powered vehicles, resulting in a rise in the vehicle's DC voltage. Since an upper limit is set for this DC voltage due to the withstand voltage constraints of the vehicle's onboard equipment, if the DC voltage rises during regenerative braking, regenerative throttling control is implemented to weaken the power of the regenerative braking. As a result, the braking force that is insufficient due to the weakening of the regenerative braking is compensated for by the mechanical brake, and the power used for this is consumed as heat, resulting in a waste of electricity.

[0004] Furthermore, Patent Document 1 provides background technology relating to control when vehicle regeneration has expired, and this publication describes "a vehicle control system for a vehicle having a first vehicle with a first motor and a second vehicle with a second motor, the first and second motors converting kinetic energy into electrical energy to decelerate the vehicle and having a regenerative braking function that supplies the generated electrical energy to overhead lines, the vehicle control system issuing a command to split a train of vehicles into a train of the first vehicle and the second vehicle, or to merge vehicles that were previously made up of the first vehicle and the second vehicle, into a single train, based on information about regeneration expiration or an excess of a reference power amount" (see abstract). [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Publication No. 2018-186641 Summary of the Invention [Problem to be solved by the invention]

[0006] The technology described in Patent Document 1 aims to increase opportunities for direct sharing of regenerative energy between cars and improve the efficiency of regenerative energy utilization by determining whether to split or combine rolling stock based on whether the frequency of regenerative lapses or change in energy amount, acquired as information on regenerative lapses per unit time, is greater or smaller than a predetermined reference value. However, because it does not take into account the relationship between the running position of the cars and the regenerative energy that can be provided to the overhead lines, it is difficult to accurately grasp the regenerative energy narrowing down, and it does not lead to more efficient use of regenerative energy. In addition, it is difficult to apply this technology to operation modes that do not assume the splitting or combining of rolling stock. Therefore, an object of the present invention is to provide a technology for constructing and updating a database that indicates the vehicle's traveling position and the degree of regenerative braking of the vehicle. [Means for solving the problem]

[0007] In order to solve the above problems, one representative railway system according to the present invention comprises an on-board system mounted on a railway vehicle and a ground-side system capable of communicating with the on-board system, the on-board system transmitting vehicle regeneration data, which is data related to the regeneration of the railway vehicle, to the ground-side system, and the ground-side system having a regeneration narrowing database constructed by accumulating at least data on the section of travel of the railway vehicle and data on the regeneration narrowing of the railway vehicle based on the vehicle regeneration data received from the on-board system. [Effects of the Invention]

[0008] According to the present invention, by constructing and updating a database that represents regenerative narrowing for each vehicle's driving section, the accuracy of understanding regenerative narrowing can be improved, and at the same time, this database can be used to efficiently utilize regenerative energy. Problems, configurations, and effects other than those described above will become apparent from the following description of the preferred embodiments. [Brief explanation of the drawings]

[0009] [Figure 1] FIG. 1 is a diagram showing a schematic configuration of a vehicle according to the present invention. [Figure 2] FIG. 2 is a diagram showing an example of a circuit configuration of a power conversion device according to the present invention. [Figure 3] FIG. 3 is a diagram illustrating an example of the configuration of a railway system including an on-board side and a ground side according to the first embodiment of the present invention. [Figure 4] FIG. 4 is a diagram illustrating an example of a flowchart for constructing a regeneration narrowing-down database according to the first embodiment of the present invention. [Figure 5] FIG. 5 is a graph illustrating an example of a regeneration narrowing-down database according to the first embodiment of the present invention. [Figure 6] FIG. 6 is a diagram illustrating an example of the configuration of a railway system made up of an on-board side and a ground side that utilizes a regeneration narrowing-down database according to a second embodiment of the present invention. [Figure 7]FIG. 7 is a diagram showing a graph relating to a method for controlling on-board electricity storage using a regeneration narrowing down database. [Figure 8] FIG. 8 is a diagram showing a graph relating to a method of controlling an air conditioner using a regeneration narrowing down database. [Figure 9] FIG. 9 is a diagram showing a graph relating to a control method for light load regenerative control utilizing a regenerative narrowing down database. [Figure 10] FIG. 10 is a diagram showing a graph relating to a method for controlling the sending voltage of a substation using a regeneration narrowing down database. DETAILED DESCRIPTION OF THE INVENTION

[0010] Hereinafter, Examples 1 and 2 will be described as embodiments of the present invention with reference to the drawings. Note that the present invention is not limited to these Examples. In addition, in the drawings, the same parts are denoted by the same reference numerals.

[0011] Fig. 1 is a diagram showing a schematic configuration of a vehicle according to the present invention. As shown in Fig. 1, a vehicle 3 receives electricity from an overhead line 1 via a current collector 4, and converts the electrical energy into mechanical energy to rotate wheels 7, thereby moving forward or backward.

[0012] The vehicle 3 is equipped with electrical components that convert electrical energy into mechanical energy to drive the vehicle 3, including a circuit breaker 8, a filter reactor 9, a power conversion device 10, and an electric motor 5.

[0013] The power conversion device 10 is controlled based on a signal output from the vehicle information control device 11, and a signal indicating the state of the power conversion device 10 is sent to the vehicle information control device 11.

[0014] The brake control device 12 outputs a signal for controlling an electromagnetic valve (not shown) or the like based on a brake command output from the vehicle information control device 11.

[0015] The vehicle information control device 11 exchanges information such as vehicle position information and operation information of the vehicle with the ground-side system 31. In FIG. 1, the vehicle-side system including the vehicle 3 is referred to as an on-board system 30.

[0016] 1, the circuit breaker 8, the filter reactor 9, and the power conversion device 10 are each shown in separate boxes, but the packaging density may be increased by housing some or all of the electrical components in a single box. The rail 2 is also an electrical ground.

[0017] The electric motor 5 is mounted on a bogie 6, which supports the vehicle 3. Here, the electric motor 5 may be either an induction motor or a permanent magnet synchronous motor. However, in the case of an induction motor, a single power conversion device 10 can drive multiple electric motors 5. On the other hand, in the case of a synchronous motor, a single power conversion device 10 can only drive one electric motor 5.

[0018] FIG. 2 is a diagram showing an example of a circuit configuration of the power conversion device 10 according to the present invention. DC power received by a current collector 4 from an overhead line 1 is supplied to a power conversion device 10 according to the present invention (the portion enclosed by a dashed line in FIG. 2) via a circuit breaker 8 and a filter reactor 9.

[0019] A charging circuit constituted by contactors 201a and 201b and a charging resistor 202 is mounted between the circuit breaker 8 and the filter reactor 9 as part of the power conversion device 10. Note that these charging circuits may be mounted in a box separate from the power conversion device 10, or the circuit breaker 8 and the filter reactor 9 may be housed in the same box as the power conversion device 10.

[0020] The power conversion device 10 has a function of converting DC power received by the current collector 4 into AC power, and is configured with a filter capacitor 203, switching elements Q1 to Q6, anti-parallel diodes D1 to D6, and a control unit 204.

[0021] The group of switching elements Q1-Q2 are connected in series to form the U phase, and similarly, the group of switching elements Q3-Q4 are connected in series to form the V phase, and similarly, the group of switching elements Q5-Q6 are connected in series to form the W phase. Although the power conversion device 10 will be described as having a two-level circuit configuration (the portion enclosed by a dotted line in FIG. 2) as shown in FIG. 2, it may have a multi-level circuit configuration of three or more levels.

[0022] The switching elements Q1 to Q6 are semiconductor elements that can be switched between an ON state and an OFF state, and are controlled to be switched in response to a gate signal input from the control unit 204. Here, the switching elements Q1 to Q6 are configured using, for example, IGBTs (Insulated Gate Bipolar Transistors) or MOSFETs (Metal Oxide Semiconductor Field Effect Transistors). Alternatively, multi-gate IGBTs may be used.

[0023] When the switching elements Q1 to Q6 are IGBTs, anti-parallel freewheeling diodes (hereinafter simply referred to as "diodes") D1 to D6 are required, connected in anti-parallel to the main terminals of each switching element. The diodes D1 to D6 are provided to allow freewheeling current to flow when each switching element Q1 to Q6 is off.

[0024] On the other hand, if the switching elements Q1 to Q6 are MOSFETs, the body diodes of the MOSFETs may be used as the diodes D1 to D6. In this way, when the switching elements Q1 to Q6 are MOSFETs and have body diodes, the body diodes of the MOSFETs can be used without connecting diodes in anti-parallel to the switching elements Q1 to Q6. Using these body diodes as freewheeling diodes has the advantage of eliminating the need for diodes D1 to D6 and reducing the size of the power conversion device 10.

[0025] Furthermore, two switching elements (for example, Q1 and Q2) connected in series may be housed in the same package to form a 2-in-1 package. The semiconductor materials for the switching elements Q1 to Q6 and the diodes D1 to D6 may be Si (silicon) or semiconductors with wider bandgaps than Si, such as SiC (silicon carbide) and GaN (gallium nitride). These wide bandgap semiconductors can reduce generated losses compared to Si, making it possible to miniaturize the power conversion device 10.

[0026] A gate signal output from the control unit 204 to the power conversion device 10 applies a gate voltage to the switching elements Q1 to Q6 via a gate drive circuit (not shown). The gate signal controls the ON and OFF states of the switching elements Q1 to Q6, and pulsed AC power is output via the filter capacitor 203. The output AC power is supplied to the electric motor 5, and the electric energy is converted into mechanical energy, thereby moving the vehicle 3 forward or backward.

[0027] The filter capacitor 203 is connected in parallel with the switching elements Q1 to Q6. The voltage of the overhead line 1 and the voltage of the filter capacitor 203 are detected by using voltage sensors 205a and 205b, respectively.

[0028] The currents of the U-phase, V-phase, and W-phase of the electric motor 5 are detected by the current sensors 206a to 206c. Note that the current sensors may detect any two of the U-phase, V-phase, and W-phase, and calculate the current of the remaining phase from the detected two-phase currents.

[0029] The gate signals that control the ON or OFF state of the above-mentioned switching elements Q1 to Q6 are generated in the control unit 204 based on at least commands from the vehicle information control device 11, the voltage detected by the voltage sensor 205b of the filter capacitor 203, and the current detected by the current sensors 206a to 206c of the electric motor 5.

[0030] When the vehicle 3 is in powered operation, DC-AC power conversion is performed by the switching operation of the switching elements Q1 to Q6, the DC power supplied from the overhead line 1 is converted into three-phase AC power, and the obtained AC power is output to the electric motor 5 to drive the electric motor 5.

[0031] On the other hand, when the vehicle 3 decelerates and the power regenerative brake is activated, causing the vehicle 3 to enter a regenerative operating state, the motor 5 becomes a generator and outputs three-phase AC power. At this time, AC-DC power conversion is performed using switching elements Q1 to Q6 and diodes D1 to D6, and the three-phase AC power output from the motor 5 is converted into DC power. The obtained DC power is then output to the overhead line 1 via the current collector 4, and the regenerative current is supplied to other powered vehicles via the overhead line 1.

[0032] Here, if there are few or no powered vehicles around the host vehicle during regenerative operation of the host vehicle, the regenerative current generated by the host vehicle does not flow to the overhead wire 1 but flows to the filter capacitor 203. As a result, the voltage of the filter capacitor 203 rises, but an upper limit is set for the voltage of the filter capacitor 203 in order to protect the devices mounted on the power conversion device 10, such as the switching elements Q1 to Q6.

[0033] Such control to keep the voltage of filter capacitor 203 below the upper limit is called light-load regenerative control. When light-load regenerative control is activated, the power regenerative braking force, i.e., the torque current of electric motor 5, is reduced so that the voltage of filter capacitor 203 is below the upper limit, resulting in a shortage of braking force.

[0034] On the other hand, in order for the vehicle 3 to travel according to the driving command, it is necessary to ensure the braking force according to the braking force command. Therefore, when the light load regenerative control functions, the reduced electric power regenerative braking force is compensated for by the mechanical brake.

[0035] In this way, when there are powered vehicles around the vehicle, the light-load regenerative control throttles the regenerative power that could be supplied from the vehicle to other vehicles and consumes it as heat through mechanical braking, resulting in a waste of regenerative power and reduced energy-saving performance. As described above, the amount of regenerative power throttled by the light-load regenerative control depends on the relative positions of the vehicle and surrounding vehicles, the behavior of powered and regenerated vehicles, and other factors. If this information is not communicated in real time or is not possible, it can be substituted by obtaining timetable and service information in advance.

[0036] In addition, when the overhead line voltage during regenerative operation of the vehicle is lower than the voltage of a substation (not shown) nearby the vehicle, the running power of the surrounding vehicles is supplied from that substation. In other words, the amount of regenerative power that can be limited also depends on the positional relationship with the ground-side substation. [Example]

[0037] 3 is a diagram illustrating an example of the configuration of a railway system including an on-board system and a ground system according to a first embodiment of the present invention. The railway system according to the first embodiment is roughly divided into an on-board system 30 and a ground system 31.

[0038] First, the on-board system 30 will be described. The on-board system 30 is a device mounted on the vehicle 3, and includes a vehicle regeneration data acquisition unit 301, a vehicle regeneration data storage unit 302, and a vehicle regeneration data distribution unit 303. The on-board system 30 has the function of distributing vehicle regeneration data, which is data related to the regeneration of the vehicle 3 and is obtained from the circuit breaker 8, the power conversion device 10, the electric motor 5, the vehicle information control device 11, the brake control device 12, etc., as shown in Figure 2, to the ground system 31.

[0039] The vehicle regeneration data acquisition unit 301 has a function of acquiring the above-mentioned vehicle regeneration data. The acquired vehicle regeneration data may include voltage data and current data measured by measuring instruments such as the voltage sensor 205b and current sensors 206a to 206c of the power conversion device 10, rotation speed data detected from the electric motor 5, and the like, as well as these detected data, and may also include internal values ​​of a microcomputer mounted inside the control unit 204 of the power conversion device 10. These values ​​may be text data or binary data that is easy to handle on a computer.

[0040] Here, the vehicle regeneration data is data related to the regeneration of vehicle 3 as described above, and includes the regenerative braking force command value and actual regenerative braking force value of vehicle 3, the voltage values ​​of at least one of the overhead line 1 and the filter capacitor 203, and the speed and position of vehicle 3, and may also include data such as the operating mode of vehicle 3 (for example, whether it is a local train or an express train) and model, as necessary.

[0041] The vehicle regeneration data storage unit 302 has a function of storing the vehicle regeneration data acquired by the vehicle regeneration data acquisition unit 301 for a certain period of time. The data may be stored as text data or binary data that is easy to handle on a computer. The storage period for the vehicle regeneration data may be, for example, several milliseconds to several seconds, depending on the allowable capacity of the vehicle regeneration data storage unit 302. The shorter this storage period, the higher the data resolution, which improves the accuracy of regeneration narrowing detection. On the other hand, the storage period for the vehicle regeneration data may be, for example, several tens of minutes to several days, depending on the allowable capacity of the vehicle regeneration data storage unit 302.

[0042] Vehicle regeneration data distribution unit 303 has a function of distributing the vehicle regeneration data stored in vehicle regeneration data storage unit 302 to ground system 31 via wireless communication 304. The data distribution cycle from vehicle regeneration data distribution unit 303 may be set to, for example, a range from several hours to several days, depending on the allowable capacity of vehicle regeneration data storage unit 302. The shorter this data distribution cycle, the more frequently vehicle regeneration data from vehicle 3 is distributed to ground system 31, and vehicle regeneration data closer to real time can be distributed to ground system 31. This improves the real-time nature of analysis in ground system 31.

[0043] The vehicle regeneration data storage unit 302 and the vehicle regeneration data distribution unit 303 may be mounted on the vehicle information control device 11 or the power conversion device 10 shown in Figures 1 and 2. Mounting them on the vehicle information control device 11 handles data from the brake control device 12 and the power conversion device 10, resulting in a large data capacity, but has the advantage of being able to distribute the data collectively. On the other hand, mounting them on the power conversion device 10 handles only data from the power conversion device 10, thereby reducing the data capacity.

[0044] Next, the ground system 31 will be described. The ground-side system 31 is a system installed on the ground side in a command center, a station, or the like, and includes a vehicle regeneration data receiving unit 305 , a regeneration narrowing down detection unit 306 , and a regeneration narrowing down database 307 .

[0045] Vehicle regeneration data receiving unit 305 has a function of receiving vehicle regeneration data distributed via wireless communication 304 from vehicle regeneration data distribution unit 303 of on-board system 30, and may be constructed online, such as on the cloud, or offline, such as on a computer. Vehicle regeneration data receiving unit 305 may have not only the function of receiving vehicle regeneration data, but also the function of storing the vehicle regeneration data as necessary.

[0046] Regeneration narrowing detection unit 306 analyzes and detects regeneration narrowing using the vehicle regeneration data received by vehicle regeneration data receiving unit 305. During the analysis, the received vehicle regeneration data is used to quantify the extent and location of regeneration narrowing. Like vehicle regeneration data receiving unit 305, regeneration narrowing detection unit 306 may be implemented online, such as on the cloud, or offline, such as on a computer.

[0047] The regenerative narrowing database 307 is constructed by accumulating data related to regenerative narrowing detected by the regenerative narrowing detection unit 306, and is a database that is constructed by accumulating at least data on the running section of the railway vehicle and data on regenerative narrowing, and that represents the relationship between the data on the running section and the data on regenerative narrowing.

[0048] Furthermore, not only one but multiple types of regenerative narrowing databases 307 may be constructed. For example, a database may be constructed according to the type of train operation (local trains or express trains), a database may be constructed according to the type of train, etc. Regenerative narrowing differs depending on the type of train operation and the type of train, so there is technical significance in constructing a regenerative narrowing database 307 according to these, and the accuracy of understanding regenerative narrowing can be improved.

[0049] Furthermore, the regenerative braking narrowing database 307 may be constructed for each predetermined period or month. By constructing multiple databases in consideration of the fact that the characteristics of regenerative braking narrowing vary depending on the period or month due to the influence of climate, temperature, etc., it is possible to contribute to efficient operation according to the season.

[0050] Furthermore, the regeneration narrowing database 307 may be constructed using not only the vehicle regeneration data of one specific vehicle, but also the vehicle regeneration data of at least multiple vehicles in one trainset or the vehicle regeneration data of multiple trainsets. Constructing the regeneration narrowing database using multiple vehicle regeneration data can eliminate the influence of specific data, improving the accuracy of database construction. Furthermore, even if data is lost due to a malfunction in any of the vehicle regeneration data acquisition unit 301, vehicle regeneration data storage unit 302, vehicle regeneration data distribution unit 303, wireless communication 304, or vehicle regeneration data receiving unit 305 of the ground system 31, the database can be constructed using data from multiple vehicles or multiple trainsets.

[0051] In the present invention, by using wireless communication 304 as a method for transmitting vehicle regeneration data between the on-board system 30 and the ground system 31, it becomes easy to store data stored in the on-board system 30 in the ground system 31. However, regarding this storage, data from the on-board system 30 may be written to an external storage medium such as a memory and stored in the ground system 31 using the external storage medium.

[0052] Next, a process for updating the regeneration narrowing down database will be described. FIG. 4 is a diagram illustrating an example of a flowchart for updating the regeneration narrowing-down database according to the first embodiment of the present invention. (a) Step 400 (S400) Start the flowchart.

[0053] (b) Step 401 (S401) Vehicle operation is started in the on-board system 30. For example, the trigger for starting vehicle operation is when the vehicle 3 starts moving from the vehicle depot to a commercial line during the day. However, the trigger for starting data acquisition is not limited to this timing and may be any timing.

[0054] (c) Step 402 (S402) The on-board system 30 acquires vehicle regeneration data (simply referred to as "data" in FIG. 4) while the vehicle 3 is in operation, and stores the acquired vehicle regeneration data on-board.

[0055] (d) Step 403 (S403) The on-board system 30 determines whether operation of the vehicle 3 has ended. If not (No), the process returns to step 402 (S402) and continues the process of acquiring vehicle regeneration data and storing it on-board. Note that in this flowchart, the determination of whether vehicle operation has ended is made at the end of operation for one day, but this may be at any timing. On the other hand, if vehicle operation has ended (Yes), the process proceeds to step 404 (S404).

[0056] (e) Step 404 (S404) The on-board system 30 distributes the vehicle regeneration data stored on-board from the start to the end of vehicle 3 operation for the day to the ground system 31. Note that in this flowchart, the vehicle regeneration data is stored on a daily basis from the start to the end of vehicle 3 operation, but it may be stored in short intervals of a few hours or long intervals of a few days.

[0057] (f) Step 405 (S405) The ground system 31 identifies, for example, the operation mode and model of the vehicle 3 as vehicle conditions for the distributed vehicle regeneration data. Here, the operation mode of the vehicle 3 refers to, for example, operation as a local train or an express train. The model of the vehicle is, for example, a system number such as the 50000 series or the 60000 series. Furthermore, although the operation mode and model of the vehicle are identified, the identification may also include, for example, a resistance-controlled train or an inverter-controlled train depending on the type of power conversion device 10 used, or the direction of travel of the train (upbound or downbound), as well as other vehicle conditions.

[0058] In this way, since regeneration narrowing down depends on vehicle conditions, the more detailed the vehicle conditions to be identified, the more accurate the regeneration narrowing down database can be. However, this step 405 (S405) is a step that is executed when vehicle conditions such as the operation mode and model of vehicle 3 are read as vehicle regeneration data, and is skipped if this data is not read. In other words, this step is executed when improving the accuracy of the regeneration narrowing down database for regeneration narrowing down that depends on vehicle conditions.

[0059] (g) Step 406 (S406) The track-side system 31 reads the regeneration limiting and the number of trips between stations up to the previous day for the identified vehicle conditions. Here, the regeneration limiting indicates either the number of regeneration limiting trips between stations or the amount of regeneration limiting power [kWh], and either one of these can be read as the regeneration limiting data. However, even if the number of regeneration limiting trips is large, there may be cases where the amount of regeneration limiting power per trip is small, so it is preferable to read the amount of regeneration limiting power. The reason for reading the number of trips will be explained later.

[0060] (h) Step 407 (S407) The ground system 31 uses the delivered vehicle regeneration data for the day to narrow down the regeneration between stations and analyze the number of trips. In FIG. 4, the processing of step 405 (S405) and step 406 (S406) and the processing of step 407 (S407) are shown as parallel flows, but this is merely a convenient division to distinguish between processing related to data up to the previous day and processing related to data for the current day. These do not necessarily have to be parallel flows, and it is also possible to process steps 405 (S405) to 407 (S407) serially in order.

[0061] (i) Step 408 (S408) The track-side system 31 adds the regenerative braking limiting and the number of runs for the current day analyzed in step 407 (S407) to the regenerative braking limiting and the number of runs for each station up to the previous day read in step 406 (S406). This addition allows the acquired data for the current day to be reflected in the database up to the previous day.

[0062] (j) Step 409 (S409) The track-side system 31 calculates the unit consumption [kWh / km] of the regeneratively restricted power amount for the database including the current day. Here, the unit consumption of the regeneratively restricted power amount is specifically the value obtained by dividing the total sum [kWh] of the regeneratively restricted power amount between stations up to the current day by the total running distance [km] between stations (= distance between stations [km] × number of runs between stations [times]). The reason why the number of runs between stations is read out in the previous step 406 (S406) is because it is used when calculating the unit consumption of the regeneratively restricted power amount in this step 409 (S409).

[0063] Depending on the operation of vehicle 3, there may be cases where the number of trips between specific stations is high, and analyzing that data reveals that the amount of regenerative throttling power between these specific stations is large. In other words, in order to understand the occurrence of regenerative throttling, it is desirable to evaluate using a standardized index between all stations. Therefore, as mentioned above, the basic unit of regenerative throttling power is adopted as the regenerative throttling database. Note that if there is an index other than the basic unit of regenerative throttling power that is standardized between stations, that index may also be used.

[0064] (k) Step 410 (S410) The ground system 31 updates the regeneration narrowing database using indicators such as the calculated basic unit of the regeneration narrowing power amount.

[0065] (l) Step 411 (S411) The flowchart ends.

[0066] FIG. 5 is a graph showing an example of a regeneration narrowing database according to the first embodiment of the present invention. The regeneration narrowing database shown in FIG. 5 is updated according to the flowchart shown in FIG. 4. The horizontal axis represents the stations along which the train runs from Station A to Station M, and the vertical axis represents the regeneration narrowing. While the horizontal axis represents the distance between stations along which the train runs in FIG. 5, it may also represent the distance in kilometers [km] from the starting station. As described above, the vertical axis preferably represents the basic unit of regeneration narrowing power, but may also represent another index normalized for each distance between stations or an absolute value not normalized for each distance between stations.

[0067] Figure 5 shows that the section between Station C and Station F is one where there is little regenerative throttling, and the section between Station I and Station M where there is a lot of regenerative throttling. In this way, by understanding the occurrence of regenerative throttling between stations and for each kilometer, it is possible to effectively increase the amount of regenerative power and reduce power consumption, for example, by taking measures to reduce regenerative throttling between Station I and Station M, where there is a lot of regenerative throttling. [Example]

[0068] FIG. 6 is a diagram illustrating an example of the configuration of a railway system including a ground side and an on-board side that utilizes the regeneration narrowing down database according to the second embodiment of the present invention. The following describes differences from the configuration of the railway system according to the first embodiment shown in FIG. 3, particularly how to utilize the regeneration narrowing down database 307.

[0069] The data of the regeneration narrowing down database 307 created by the track-side system 31 is stored in the regeneration narrowing down database storage unit 601 in the on-board system 30 via wireless communication 304. An example of the stored regeneration narrowing down database 307 is shown in FIG. 5, where the horizontal axis represents stations (or locations) and the vertical axis represents regeneration narrowing down. The data may be in the form of text data, image data, or a format converted into binary data that is easy to handle on a computer. Although the data is stored in the regeneration narrowing down database storage unit 601 via wireless communication 304, it may also be stored offline using a memory or the like.

[0070] The on-board control determination unit 602 has a function of outputting a control signal using at least the current station or position of the vehicle among the data acquired from the regeneration narrowing database storage unit 601 and the vehicle regeneration data acquisition unit 301. While the regeneration narrowing database 307 is created using data from before the current time, the vehicle regeneration data acquisition unit 301 acquires real-time data. That is, the on-board control determination unit 602 determines the degree of regeneration narrowing based on information about the real-time station and position of the vehicle, and generates a control signal for an on-board device. Here, the regeneration narrowing database 307 to be referenced for a real-time station may not be the real-time station, but a station a little further in the future. In this way, by understanding the regeneration narrowing status with an eye to stations a little further in the future, it is possible to generate appropriate control signals even for events with long response times, such as charging and discharging of storage batteries. Furthermore, the on-board control determination unit 602 may directly refer to the regeneration narrowing down database 307 of the ground system 31 without providing the regeneration narrowing down database storage unit 601 .

[0071] The on-vehicle controlled device 603 is a device that is controlled based on the control command output by the on-vehicle control determination unit 602. Here, the on-vehicle controlled device 603 is assumed to be, for example, at least one of the power conversion device 10 (FIG. 2), an auxiliary power supply device (not shown), a power storage device (not shown), and an air conditioning device (not shown), which are devices mounted on the vehicle.

[0072] The ground-side control determination unit 604 has a function of outputting a control signal using at least the current station or position of the vehicle among the data acquired from the regeneration narrowing down database 307 and the vehicle regeneration data acquisition unit 301 of the on-board system 30. Here, the ground-side system 31 shown in Fig. 6 directly references the regeneration narrowing down database 307 without providing a means for storing the regeneration narrowing down database, but may have a separate storage unit for the database.

[0073] The ground-side control target device 605 is a device that is controlled based on a control command from the ground-side control determination unit 604. Here, the ground-side control target device 605 is assumed to be a device installed in the ground-side system 31, such as a transformer (not shown) provided in a substation near the target vehicle.

[0074] In the railway system shown in Figure 6, the on-board control determination unit 602, the on-board controlled device 603, the ground control determination unit 604, and the ground controlled device 605 are all shown as individual units, but it is also possible to provide multiple controlled devices and multiple control determination units accordingly.

[0075] An example of the effects that are provided to the on-board control target device 603 and the ground control target device 605 by using the on-board control determination unit 602 and the ground control determination unit 604 will be described below.

[0076] Fig. 7 is a graph showing a method for controlling on-board power storage using a regeneration narrowing database. The graph shown in Fig. 7 shows the characteristics of on-board power storage, with the horizontal axis representing regeneration narrowing and the vertical axis representing the SOC setting value. These characteristics are stored in the on-board control determination unit 602. The data may be stored in the form of text data, image data, or converted into binary data that is easy to handle on a computer.

[0077] In on-board energy storage, in order to make effective use of regenerative power, it is necessary to appropriately control the state of charge (hereinafter referred to as SOC). In order to recover a large amount of regenerative power, the SOC must be set low. Between stations where the amount of regenerative power is high, the regenerative power that could be supplied to surrounding vehicles is consumed as heat by mechanical braking. In other words, since the ideal amount of regenerative power is high, the SOC must be set low.

[0078] For example, as shown in Figure 5, when the vehicle is traveling from station J to station K, where regeneration throttling is frequent, the SOC is set to a lower SOC1 because the number of regeneration throttling events is high, as shown in Figure 7. This allows a large amount of regenerative power to be recovered. On the other hand, when the vehicle is traveling from station D to station E, where regeneration throttling is less frequent, the SOC can be set to a higher SOC2 because the regenerative power can be supplied to surrounding vehicles.

[0079] The station or position of the vehicle that determines the amount of regenerative braking on the horizontal axis may be determined based on stations a little further ahead rather than the current time. In this way, by appropriately setting the SOC of the on-board energy storage according to the regenerative braking, it is possible to appropriately reduce regenerative braking at stations where there is a lot of regenerative braking.

[0080] Fig. 8 is a graph showing a method for controlling an air conditioner using a regeneration narrowing database. The graph shown in Fig. 8 shows the characteristics of air conditioning control, with the horizontal axis representing regeneration narrowing and the vertical axis representing the output coefficient of the air conditioner. These characteristics are stored in the on-board control determination unit 602. The data may be stored in the form of text data, image data, or converted into binary data that is easy for a computer to handle.

[0081] An auxiliary power supply (not shown in FIG. 2), which is a power source for driving the air conditioner, is connected in parallel with the power conversion device 10 to the overhead line 1. In other words, the regenerative power of the host vehicle is not only consumed by surrounding vehicles via the overhead line 1, but also by the auxiliary power supply of the host vehicle.

[0082] However, between stations where there is a lot of regenerative power throttling, the regenerative power cannot be used effectively. Therefore, between stations where there is a lot of regenerative power throttling, the regenerative power throttling can be reduced by increasing the output of the air conditioning equipment, which is a load on the auxiliary power supply unit. On the other hand, if the output of the air conditioner is increased between stations with little regenerative braking, the overhead line voltage will drop. Therefore, between stations with little regenerative braking, the output of the air conditioner, which is a load on the auxiliary power supply, is reduced to prevent a drop in the overhead line voltage. In other words, it is effective to control the output of the air conditioner depending on the degree of regenerative braking.

[0083] As an example, as shown in Figure 8, when the vehicle is traveling from station J to station K where regeneration throttling is frequent, the air conditioning unit output coefficient is set to a higher value of α2, and when the vehicle is traveling from station D to station E where regeneration throttling is less frequent, the air conditioning unit output coefficient is set to a lower value of α1. This allows the air conditioning unit to effectively use regenerative power when regeneration throttling is frequent, thereby reducing power consumption. Note that in Figure 8, the vertical axis represents the air conditioning unit output coefficient, but any parameter that can adjust the output of the air conditioning unit, such as the set temperature, may be used.

[0084] FIG. 9 is a graph showing a control method for light-load regenerative control using a regenerative narrowing database. The graph shown in FIG. 9 shows the characteristics of light-load regenerative control, with the horizontal axis representing regenerative narrowing and the vertical axis representing the high-voltage limiter setting value for light-load regenerative control. These characteristics are stored in the on-board control determination unit 602. The data may be stored in the form of text data, image data, or converted into binary data that is easy to handle on a computer.

[0085] Regenerative throttling occurs due to light-load regenerative control, which operates when the voltage of filter capacitor 203 of power conversion device 10 reaches an upper limit. That is, in order to reduce regenerative throttling, the high-voltage limiter setting value of the light-load regenerative control can be adjusted within the range of the upper limit value of the voltage of filter capacitor 203.

[0086] 9, when the vehicle is traveling from station J to station K where regenerative braking is common, the high voltage limiter setting value is set higher (setting value Vlim2). Conventionally, regenerative braking occurs when the voltage of filter capacitor 203 reaches the high voltage limiter value, but by setting the high voltage limiter value to the higher Vlim2, regenerative braking can be reduced.

[0087] On the other hand, since the high voltage limiter setting value also depends on the control performance of the power conversion device 10 and the withstand voltage of the components used therein, the high voltage limiter setting value is set higher only when the vehicle is traveling between stations where there is a lot of regenerative throttling. This makes it possible to ensure the control performance of the power conversion device 10 while reducing regenerative throttling.

[0088] Fig. 10 is a graph showing a method for controlling the sending voltage of a substation using a regeneration filtering database. The graph shown in Fig. 10 shows the control characteristics of the sending voltage of the substation, with the horizontal axis representing the regeneration filtering and the vertical axis representing the set value of the substation sending voltage. These characteristics are stored in the ground-side control determination unit 604. The data may be stored in the form of text data, image data, or converted into binary data that is easy to handle on a computer.

[0089] In order to reduce regenerative throttling, the overhead line voltage of the vehicle during regenerative operation must be higher than the sending voltage of the substations around the vehicle, especially the substations between the vehicle and its surrounding vehicles. That is, as shown in Figure 10, when the vehicle is traveling from station J to station K, where regenerative throttling is common, the set value of the substation sending voltage is likely to be high. Therefore, by lowering the set value of the substation sending voltage (set value Vss1), regenerative throttling can be reduced.

[0090] On the other hand, if the set value of the substation sending voltage is lowered, the current increases for the same output, which may reduce the efficiency of electrical components that make up the power conversion device 10. Therefore, by adjusting the set value of the substation sending voltage depending on the degree of regenerative throttling, it is possible to reduce the amount of traction power while appropriately reducing regenerative throttling.

[0091] According to the above-described first and second embodiments, the present invention includes at least the following aspects. <Aspect 1> A railway system comprising an on-board system mounted on a railway vehicle and a ground-side system capable of communicating with the on-board system, wherein the on-board system transmits vehicle regeneration data, which is data related to the regeneration of the railway vehicle, to the ground-side system, and the ground-side system has a regeneration narrowing database constructed by accumulating at least data on the railway vehicle's running section and regeneration narrowing data for the railway vehicle based on the vehicle regeneration data received from the on-board system.

[0092] <Aspect 2> In the railway system described in the above-mentioned first aspect, the ground-side system updates the regeneration narrowing-down database using the vehicle regeneration data periodically transmitted from the on-board system.

[0093] <Aspect 3> In the railway system according to the first or second aspect, the regenerative throttling is expressed by the number of regenerative throttling operations or the amount of regenerative throttling power in a travel section.

[0094] <Aspect 4> In a railway system described in any one of the above aspects 1 to 3, the vehicle regeneration data is data consisting of a regenerative braking force command value and an actual regenerative braking force value of the railway vehicle, voltage values ​​of at least one of the overhead wires and filter capacitors installed on the railway vehicle, and the speed and position of the railway vehicle.

[0095] <Aspect 5> In the railway system according to any one of the first to fourth aspects, the regeneration narrowing down database is constructed based on at least one of the regeneration data of multiple cars in one train set and the regeneration data of cars in multiple train sets.

[0096] <Aspect 6> In the railway system according to the fourth or fifth aspect, the vehicle regeneration data further includes data on vehicle conditions such as the operating mode and model of the railway vehicle.

[0097] <Aspect 7> In the railway system according to the sixth aspect, a plurality of types of regeneration narrowing down databases are constructed according to vehicle conditions.

[0098] <Aspect 8> A railway system according to any one of the above aspects 1 to 7, wherein the on-board system controls at least one of a device mounted on the railway vehicle and a device deployed in the ground-side system, based on the regenerative narrowing status obtained by referring to a regenerative narrowing database based on the running position of the railway vehicle.

[0099] <Aspect 9> In the railway system described in the eighth aspect above, the equipment installed on the railway vehicle is at least one of a power conversion device, an auxiliary power supply device, a power storage device, and an air conditioning device, and the equipment deployed in the ground system is a transformer provided in a substation near the railway vehicle.

[0100] <Aspect 10> The ground-side system is capable of communicating with on-board systems mounted on each of a plurality of railway vehicles, and receives vehicle regeneration data, which is data related to the regeneration of each of the plurality of railway vehicles transmitted by each on-board system, and has a regeneration narrowing database constructed by accumulating at least data on the running sections of each of the plurality of railway vehicles and regeneration narrowing data for each of the plurality of railway vehicles based on the vehicle regeneration data received from each on-board system.

[0101] <Aspect 11> The on-board system is mounted on a railway vehicle and is capable of communicating with a ground-side system. The on-board system transmits vehicle regeneration data, which is data related to the regeneration of the railway vehicle, to the ground-side system. The ground-side system controls the devices mounted on the railway vehicle using a regeneration narrowing database that is constructed and periodically updated by accumulating data on at least the railway vehicle's running section and regeneration narrowing data for the railway vehicle based on the vehicle regeneration data.

[0102] <Aspect 12> A method for controlling railway vehicles that uses an on-board system mounted on the railway vehicle and a ground-side system capable of communicating with the on-board system, in which the on-board system transmits vehicle regeneration data, which is data related to the regeneration of the railway vehicle, to the ground-side system, and the ground-side system constructs and periodically updates a regeneration narrowing database that accumulates at least data on the railway vehicle's running section and regeneration narrowing data for the railway vehicle based on the vehicle regeneration data received from the on-board system, and at least one of the on-board system and the ground-side system controls a device mounted on or deployed thereon using the regeneration narrowing database.

[0103] Although the first and second embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications are possible within the scope of the gist of the present invention. [Explanation of symbols]

[0104] 1. Overhead line, 2. Rail, 3. Vehicle, 4. Current collector, 5. Motor, 6. Bogie, 7. Wheel, 8 circuit breaker, 9 filter reactor, 10 power conversion device, 11 vehicle information control device, 12 brake control device, 201a, 201b contactor, 202 charging resistor, 203 filter capacitor, 204 control unit, 205a, 205b voltage sensors, 206a, 206b, 206c current sensor, 30 vehicle upper system, 31 ground system, 301 vehicle regeneration data acquisition unit, 302 vehicle regeneration data storage unit, 303 vehicle regeneration data distribution unit, 304 wireless communication, 305 vehicle regeneration data receiving unit, 306 regeneration narrowing detection unit, 307 Regeneration narrowing down database, 601 Regeneration narrowing down database storage unit, 602 on-board control determination unit, 603 on-board control target device, 604 ground-side control determination unit, 605 Ground-side controlled equipment

Claims

1. A railway system including an on-board system mounted on a railway vehicle and a ground-side system capable of communicating with the on-board system, the on-board system transmits vehicle regeneration data, which is data related to regeneration of the railway vehicle, to the ground system; The ground system has a regeneration narrowing database constructed by accumulating at least data on the running section of the railway vehicle and data on regeneration narrowing of the railway vehicle based on the vehicle regeneration data received from the on-board system. A railway system characterized by:

2. 2. The railway system according to claim 1, The ground-side system updates the regeneration narrowing database using the vehicle regeneration data periodically transmitted from the on-board system. A railway system characterized by:

3. 3. The railway system according to claim 1 or 2, The regenerative braking is expressed as the number of regenerative braking operations or the amount of regenerative braking power in the travel section. A railway system characterized by:

4. 3. The railway system according to claim 1 or 2, The vehicle regeneration data is data consisting of a regenerative braking force command value and an actual regenerative braking force value of the railway vehicle, voltage values ​​of at least one of an overhead line and a filter capacitor mounted on the railway vehicle, and a speed and position of the railway vehicle. A railway system characterized by:

5. 3. The railway system according to claim 1 or 2, The regeneration narrowing database is constructed based on at least one of the vehicle regeneration data of multiple vehicles in one train set and the vehicle regeneration data of multiple train sets. A railway system characterized by:

6. 5. The railway system according to claim 4, The vehicle regeneration data further includes data on vehicle conditions such as the operation mode and model of the railway vehicle. A railway system characterized by:

7. 7. The railway system according to claim 6, The regeneration narrowing down database is constructed in a plurality of types according to the vehicle conditions. A railway system characterized by:

8. 3. The railway system according to claim 1 or 2, Based on the regeneration narrowing status obtained by referring to the regeneration narrowing database based on the running position of the railcar, the on-board system controls at least one of a device mounted on the railcar and a device installed in the ground system. A railway system characterized by:

9. 9. The railway system according to claim 8, The device mounted on the railway vehicle is at least one of a power conversion device, an auxiliary power supply device, a power storage device, and an air conditioning device, and the device installed in the ground system is a transformer provided in a substation near the railway vehicle. A railway system characterized by:

10. A ground-side system capable of communicating with an on-board system mounted on each of a plurality of railway vehicles, receiving vehicle regeneration data, which is data related to regeneration of each of the plurality of railcars, transmitted by each of the on-board systems; a regeneration narrowing database constructed by accumulating at least data on the running section of each of the plurality of railcars and data on regeneration narrowing of each of the plurality of railcars based on the vehicle regeneration data received from each of the on-board systems; A ground-side system characterized by:

11. An on-board system that is mounted on a railway vehicle and can communicate with a ground-side system, Transmitting vehicle regeneration data, which is data related to the regeneration of the railway vehicle, to a ground-side system; The ground system controls the devices mounted on the railway vehicle using a regeneration narrowing database that is constructed by accumulating and periodically updating at least data on the running section of the railway vehicle and data on regeneration narrowing of the railway vehicle based on the vehicle regeneration data. An on-board system characterized by:

12. A method for controlling a railway vehicle using an on-board system mounted on the railway vehicle and a ground-side system capable of communicating with the on-board system, comprising: transmitting vehicle regeneration data, which is data related to regeneration of the railway vehicle, from the on-board system to the ground system; the ground-side system constructs and periodically updates a regeneration narrowing database that accumulates at least data on the running section of the railway vehicle and data on regeneration narrowing of the railway vehicle based on the vehicle regeneration data received from the on-board system; At least one of the on-board system and the ground system controls a device mounted or installed thereon using the regeneration narrowing database. A method for controlling a railway vehicle.

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