Control server, vehicle, and control method of control server

Abstract

An object of the present invention is to enable long-term operation while maintaining vehicle performance by extending control parameters even when a storage battery system deteriorates.SOLUTION: The control server includes a deterioration degree calculation unit that calculates a deterioration degree of a storage battery system of a specific vehicle from operation data of the specific vehicle, a load condition calculation unit that calculates a maximum load condition from operation data of a plurality of vehicles, a first change proposal creation unit that creates a first change proposal for expanding a usable range of the storage battery system according to the deterioration degree of the storage battery system of the specific vehicle, and a second change proposal creation unit that creates a second change proposal for limiting the usable range of the first change proposal based on the maximum load condition.SELECTED DRAWING: Figure 7

Description

[Technical Field]

[0001] The present invention relates to a control server, a vehicle, and a control server control method. [Background technology]

[0002] Railway lines include electrified sections where railway vehicles can receive power from overhead lines, and non-electrified sections where there are no overhead lines and no power supply. Traditionally, railway vehicles have been powered by diesel engines and other engines in non-electrified sections because they could not receive electricity. However, in recent years, vehicles equipped with storage battery systems such as lithium-ion batteries have been widely used in non-electrified sections.

[0003] On the other hand, lithium-ion batteries generally tend to deteriorate through charging and discharging, or even through simple storage.

[0004] In order to deal with this type of battery degradation, a technique has been disclosed in which restrictions on battery usage conditions are changed according to the battery degradation, thereby suppressing the degradation while maintaining the battery performance.

[0005] Patent Document 1 discloses a technology that is characterized in that "a railway vehicle equipped with at least a main converter, an electric motor connected to the main converter, and a secondary battery-type storage device connectable to the main converter is equipped with a control device that controls the storage rate of the storage device based on the time that has elapsed since the storage device began to be used."

[0006] Furthermore, Patent Document 2 discloses a technology in which "a vehicle includes a battery configured to be rechargeable, a motor generator configured to generate driving force for the vehicle by using the power stored in the battery, a switch configured to manually switch between issuing a command to extend the battery's usable life and stopping the issuance of the command, and an ECU for controlling the battery's state of charge. The ECU sets a control range for the battery's SOC. When the switch stops issuing the command, the ECU sets the control range to a first range. On the other hand, when a command is issued by the switch, the ECU sets the control range to a second range that is narrower than the first range." [Prior art documents] [Patent documents]

[0007] [Patent Document 1] International Publication No. 2020 / 049773 [Patent Document 2] International Publication No. 2011 / 061809 Summary of the Invention [Problem to be solved by the invention]

[0008] According to the technologies in Patent Documents 1 and 2, in order to suppress deterioration while ensuring the amount of energy necessary for daily use, charge / discharge power is extracted using the sum of the series voltages and the sum of the parallel currents of all the battery cells included. Then, in order to guarantee the performance (usable charge amount and maximum output), the limitations on the battery usage conditions are expanded according to the average progression of deterioration of the internal cells of the battery system.

[0009] However, Patent Documents 1 and 2 have a problem in that in actual battery systems, there is variation in the degree of deterioration of battery cells within the system, and if the usage conditions are extended according to the progression of overall deterioration, there is a possibility that malfunctions such as overvoltage may occur in the battery. In particular, if there is a high possibility that a storage battery system will be partially replaced, there is a high possibility that the degree of deterioration of the battery cells will vary greatly. However, Patent Documents 1 and 2 do not anticipate such a problem.

[0010] Therefore, an object of the present invention is to provide a technology that enables long-term operation while maintaining vehicle performance by expanding control parameters even if the storage battery system deteriorates. [Means for solving the problem]

[0011] In order to solve the above-mentioned problems, one representative control device of the present invention is a control server for a storage battery system, which is equipped with a control device including a deterioration level calculation unit that calculates the deterioration level of the storage battery system of a specific vehicle from operation data of the specific vehicle, a load condition calculation unit that calculates the maximum load condition from operation data of multiple vehicles, a first modification plan creation unit that creates a first modification plan to expand the usable range of the storage battery system according to the deterioration level of the storage battery system of the specific vehicle, and a second modification plan creation unit that creates a second modification plan that limits the usable range of the storage battery system based on the maximum load condition using the first modification plan. [Effects of the Invention]

[0012] According to the present invention, it is possible to provide a technology that enables long-term operation while maintaining vehicle performance by expanding control parameters even if the storage battery system deteriorates. [Brief explanation of the drawings]

[0013] [Figure 1] Figure 1 shows the SOC-OCV curve of a lithium-ion battery. [Figure 2] FIG. 2 is a diagram illustrating an outline of the battery control system according to the first embodiment. [Figure 3] FIG. 3 is a diagram illustrating an overview of the battery system. [Figure 4] FIG. 4 is a diagram showing an outline of the battery box. [Figure 5] FIG. 5 is a diagram illustrating an outline of a storage battery module. [Figure 6] FIG. 6 is a diagram illustrating an overview of the control server. [Figure 7] FIG. 7 is a diagram showing an outline of the control device. [Figure 8] FIG. 8 is a flowchart showing the process of calculating a control change proposal. [Figure 9] FIG. 9 is a flowchart showing the process of calculating a control change proposal. [Figure 10] FIG. 10 is a diagram showing the change stages and the change in the value of the control parameter. [Figure 11] FIG. 11 is a diagram showing the change stages and the changes in vehicle performance indexes. [Figure 12] FIG. 12 is a diagram showing values ​​of control parameters related to the progress of deterioration. [Figure 13] FIG. 13 is a diagram showing values ​​of vehicle performance indexes related to the progression of deterioration. [Figure 14] FIG. 14 is a diagram illustrating an outline of a vehicle according to a modification of the first embodiment. [Figure 15] FIG. 15 is a diagram illustrating an outline of a vehicle according to the second embodiment. [Figure 16] FIG. 16 is a diagram illustrating an outline of a control device according to the second embodiment. [Figure 17] FIG. 17 is a flowchart showing the process of calculating a proposed change. [Figure 18] FIG. 18 is a diagram showing values ​​of control parameters related to the progress of deterioration. [Figure 19] FIG. 19 is a diagram showing values ​​of vehicle performance indexes related to the progression of deterioration. DETAILED DESCRIPTION OF THE INVENTION

[0014] In the present disclosure, battery degradation is manifested mainly in capacity, resistance, and self-discharge rate. For example, the capacity of a lithium-ion battery decreases as it deteriorates, and the degree of capacity degradation, which is the degree of capacity degradation, is manifested as a decrease in the capacity retention rate. At this time, the degree of decrease in the capacity maintenance rate is calculated as the ratio of the chargeable and dischargeable charge amount of the lithium ion battery to that when it is not in use. Similarly, the resistance of a lithium ion battery increases as it deteriorates, and the degree of deterioration of the resistance is expressed as a resistance increase rate. At this time, the increase in the resistance increase rate is calculated as a ratio of the resistance of the lithium ion battery to that when it is unused, and the resistance is calculated from a predetermined temperature, current value, current duration, and measured current value.

[0015] In the following, the present disclosure will be described using a vehicle as an example, but the electric motor driven by the storage battery system of the present disclosure may be either an AC motor or a DC motor. Also, the railway vehicle may be an electric railcar equipped with an internal combustion engine and running on the electricity generated by the internal combustion engine. Furthermore, the vehicle to which the present disclosure is directed is not limited to passenger trains, but can also be applied to freight trains. In other words, the present disclosure can be applied to all transportation equipment that is configured to run on tracks and that can use storage batteries for running. The main part of the present disclosure can also be applied to battery storage systems in various systems, such as stationary systems. Examples of storage batteries include lead-acid batteries, lithium-ion secondary batteries, nickel-metal hydride batteries, nickel-cadmium batteries, and silver oxide-zinc batteries, as well as other rechargeable chemical batteries.

[0016] <Lithium-ion battery SOC-OCV curve> First, the relationship between SOC and OCV of a lithium-ion battery will be described with reference to FIG. Figure 1 shows the SOC-OCV curve of a lithium-ion battery. In a lithium-ion battery, the charge rate, which indicates the amount of electricity that can be discharged or charged, is indicated by SOC (State Of Charge). However, since it is difficult to measure the SOC directly, the OCV (Open Circuit Voltage), which is the voltage between both terminals when no load is applied to the battery, is measured. In this case, the relationship between SOC and OCV is shown by the curve in Figure 1, so SOC can be calculated by measuring OCV. In the following description, it is assumed that the voltage refers to the OCV. [Example]

[0017] Next, a battery control system according to a first embodiment will be described with reference to FIG. FIG. 2 is a diagram illustrating an outline of the battery control system according to the first embodiment. 2, the storage battery control system 100 includes a vehicle 1A and a control server 60. The control server 60 may be connected to an operation control center 40, a storage battery service vendor 50, or the like. In FIG. 2, solid lines indicate power transmission paths, double lines indicate torque transmission paths, and dotted lines indicate information transmission paths such as control signals and sensor values.

[0018] First, the configuration of vehicle 1A will be described. Vehicle 1A is connected to overhead wires 14 by pantograph 2. Electric power obtained from the overhead wires is converted into DC power by converter 5 and supplied to motor inverter 6, auxiliary inverter 10, and storage battery system 20. The power converted into AC power by motor inverter 6 is supplied to electric motor 7 that drives the railway vehicle, and the output of electric motor 7 is transmitted to wheelset 9 via reduction gear 8. In addition, the power supplied to auxiliary inverter 10 is supplied to auxiliary equipment 11 used for services such as vehicle lighting and air conditioning. The vehicle 1A also includes a driver's cab 12 equipped with a display and generating driving commands in response to the driver's notch operation, a vehicle control device 13 that generates control commands for the converter 5, the motor inverter 6, and the auxiliary inverter 10 based on the driving commands transmitted from the driver's cab 12 and the state of the storage battery system 20, and a data transmission / reception device 30 that wirelessly transmits and receives data between the storage battery system 20 and the vehicle control device 13 and a control server 60 outside the vehicle. The vehicle 1A is also connected to a control server 60 that includes a control device 70.

[0019] The configuration of each device in the vehicle 1A will be described below. <Pantograph> The pantograph 2 is an electric switch that moves up and down, and when it rises and comes into contact with the overhead wire 14 , it supplies DC or AC power supplied by the overhead wire 14 to the converter 5 .

[0020] <Converter> The converter 5 converts the DC or AC power output from the pantograph 2 into DC power corresponding to a preset amount of power and outputs the converted power. The output DC power is supplied to the motor inverter 6, the auxiliary inverter 10, and the storage battery system 20.

[0021] <Inverter for electric motors> The motor inverter 6 converts the DC power supplied from the converter 5 into three-phase AC power and supplies it to the motor 7 .

[0022] <Electric motor> The electric motor 7 converts the three-phase AC power converted by the electric motor inverter 6 into shaft torque.

[0023] <Reducer> The reducer 8 reduces the rotational speed of the shaft torque of the electric motor 7 based on a reduction ratio set by combining gears with different numbers of teeth, and transmits the torque increased in proportion to the reduction ratio to the wheel set 9.

[0024] <wheel axle> The wheel set 9 is driven by the increased axle torque transmitted from the reducer 8, thereby accelerating and decelerating the vehicle 1A. Furthermore, a speed generator (not shown) for measuring the vehicle speed may be attached to the wheel set 9.

[0025] <Auxiliary inverter> The auxiliary inverter 10 converts the DC power supplied from the converter 5 into three-phase AC power and supplies it to the auxiliary 11 .

[0026] <Auxiliary> The auxiliary equipment 11 is a service device such as lighting and an air conditioner for the vehicle, and operates on three-phase AC power supplied from the auxiliary equipment inverter 10.

[0027] <Driver's cab> The driver's seat 12 is a control device for the vehicle 1A and is equipped with a display (not shown) that displays the time, vehicle speed, battery information, etc., and an input device (not shown) through which the driver inputs driving commands, etc. into the vehicle control device 13.

[0028] <Battery storage system> The storage battery system 20 is a device that stores the electric energy to drive the vehicle 1A, and can be charged with DC charging power output from the converter 5 and supply power to the motor inverter 6 and the auxiliary inverter 10. Furthermore, when the vehicle 1A is applying regenerative braking, the DC charging power output from the inverter 6 for the electric motor can be charged. The battery system 20 also includes a battery box control board 212 that measures the state of the batteries contained therein, calculates the charging rate and allowable current (current that can be safely passed), and communicates with the vehicle control device 13.

[0029] <Vehicle control device> The vehicle control device 13 is connected to the converter 5, the cab 12, the data transmission / reception device 30, the battery system 20, the motor inverter 6, the motor 7, the reducer 8, the axle 9, the auxiliary inverter 10, and the auxiliary 11. As a result, the vehicle control device 13 can output control signals to the converter 5, the motor inverter 6, and the auxiliary inverter 10 based on commands from the driver's cab 12, the state of the battery system 20, the state of the pantograph 2, etc., and control the entire vehicle 1A.

[0030] <Data transmission / reception device> The data transmitter / receiver 30 receives data from the vehicle control device 13 and the battery box control board 212, transmits it wirelessly to a control server 60 outside the vehicle, and receives control instructions and display content for the driver's cab from the control server 60.

[0031] <Operation Control Center> The train operation control center 40 is a control center for the railway operating company, and checks the contents of the proposed changes sent from the control device 70 and approves the changes.

[0032] <Service vendor> The service vendor 50 is not an essential component, but can check the content of the proposals made by the control device 70 and approve changes based on instructions from the operation control center 40. The operation control center 40 can revoke the approval of the service vendor 50. In addition, the service vendor 50 may be the manufacturer of the battery system or a company entrusted with managing the battery system by a railway operator or manufacturer, and may receive information and supply the necessary parts when cell replacement or other procedures become necessary.

[0033] <Battery storage system> Next, the configuration of the storage battery system 20 will be described with reference to FIG. FIG. 3 is a diagram showing an overview of the storage battery system 20. As shown in FIG. The storage battery system 20 is a system that controls the storage battery provided in the vehicle 1A. The storage battery system 20 is configured by connecting a number of lithium ion battery cells in series and parallel to ensure the capacity, output, and voltage required for vehicle running. Generally, vehicle battery systems are structured in stages, including the battery cell (hereinafter referred to as cell), which is the smallest unit that functions as a battery, the battery module (hereinafter referred to as module), which is a handling unit that combines multiple cells and a cell controller board that is a control board on which the battery module is mounted, an exchange unit (hereinafter referred to as unit), which combines multiple modules and is fixed and wired to a rack or the like and can be replaced from the battery box, a battery box that contains multiple units and is attached to the railway vehicle, and finally multiple battery boxes. Furthermore, as for electrical connections, there is a series group (bank) which is a unit in which modules are connected in series, and the series groups can be connected in parallel within the battery box. Specifically, the battery system 20 has a plurality of battery boxes 21, which are battery storage boxes covered with a box housing, connected in series or in parallel.

[0034] <<Battery box>> Next, the configuration of the battery box 21 will be described with reference to FIG. FIG. 4 is a diagram showing an outline of the battery box 21. As shown in FIG. The battery box 21 includes a battery module 211, a battery box control board 212, a box voltmeter 213, and a group ammeter 214, which will be described later. The storage battery modules 211 are connected in series or in parallel, and the range in which the storage battery modules 211 are connected in series is called a battery series group 22. Furthermore, the storage battery module 211 is fixed and wired to a rack or the like in units of battery replacement units 23 (not shown) as replacement units that allow for easy work when manufacturing and replacing batteries, and can be replaced from the storage battery box 21 in units of battery replacement units 23. This allows the storage batteries to be removed more quickly than when each storage battery module 211 is replaced individually, thereby reducing the time required for the replacement work. The replacement unit is not limited to the battery replacement unit 23, and various units such as a replaceable box, unit, module, or cell can be used as the replacement unit.

[0035] <<<Battery box control board>>> At least one battery box control board 212 is installed for each battery box 21, and can monitor the status of the battery box 21, calculate the status of the battery box 21, send signals to a higher-level control board, receive signals from the higher-level control board, and control the battery box. The status of the battery box 21 can be monitored by receiving, for example, the current signal from the group ammeter 214, the voltage signal from the box voltmeter 213, the battery temperature signal obtained from the cell controller board 2112 described later, and the voltage signals of each cell.

[0036] In the state calculation of the battery box 21, for example, based on the signal received by the state monitoring of the battery box 21, a state calculation can be performed to calculate the charging rate, the degree of capacity degradation, the degree of resistance degradation, the allowable current, and the box balancing target cell voltage corresponding to the minimum cell voltage in the box. This makes it possible to detect self-discharge cells and abnormal states.

[0037] To transmit signals to the higher-level control board, for example, detection signals and calculated values ​​received during status monitoring of the battery box 21 can be transmitted to the higher-level control board, such as the vehicle control device 13 or the data transmission / reception device 30. As a signal received from the upper control board, for example, a balancing target cell voltage, which is the lowest value among a plurality of box balancing target cell voltages, and an operation signal for the battery box circuit breaker can be received from the upper control board.

[0038] Here, balancing is a general function of matching voltage variations among the storage battery modules 211. It is desirable that the voltages of the multiple battery modules 211 included in the battery box 21 always match. However, it is difficult to always match the voltages due to factors such as self-discharge of the storage battery module 211, variations due to manufacturing errors of the storage battery module 211, and variations in deterioration of the storage battery module. Furthermore, if the voltage variation among the battery modules 211 becomes large, the voltage will be limited to the module with the highest voltage among the battery modules 211 in the battery box 21 during charging, and similarly, the voltage will be limited to the module with the lowest voltage among the battery modules 211 in the battery box 21 during discharging, which means that the performance of the battery box 21 will not be fully demonstrated. The same applies to the battery cells included in the storage battery module 211.

[0039] 5, the balancing circuit included in the cell controller board 2112 has a switch and resistor connected in parallel to each storage battery cell 2111, and closes the switch to discharge the cell until the voltage of the storage battery cell 2111 matches the system balancing target cell voltage sent from the upper control board. This matches the voltages of the storage battery cells 2111 included in the storage battery module 211, and by repeating this process, the voltages of the storage battery modules 211 are matched. Furthermore, the voltage adjustment capability of the balancing circuit is usually intended to correct the self-discharge of the cells with high precision, so voltage adjustment takes time.

[0040] <Group ammeter> The box voltmeter 213 is connected in parallel with the battery series group 22 and measures the voltage of the battery box 21 .

[0041] <Group ammeter> A group ammeter 214 is connected to each battery series group 22 and measures the current of each battery series group 22 .

[0042] <Storage battery module> Next, the configuration of the storage battery module 211 will be described with reference to FIG. 5 is a diagram showing an overview of the storage battery module 211. The storage battery module 211 is usually the smallest unit of battery procurement, and if even one battery cell included in the storage battery module 211 has an abnormality, the storage battery module including that battery cell will need to be replaced. The battery module 211 includes a battery cell 2111, a cell controller board 2112, a high-voltage connector (not shown), a communication connector (not shown), and a sensor (not shown), and for ease of use, the multiple cells are physically fixed, electrically connected, and various sensors, a control board, and connectors are attached.

[0043] <Battery cell> The storage battery cell 2111 is the smallest unit that operates as a battery, and has a maximum voltage of approximately 4.2 V. The battery capacity increases or decreases depending on the size of the cell.

[0044] <Cell controller board> The cell controller board 2112 is a board that monitors and controls the state of the storage battery module 211, and includes a balancing circuit and various sensors, and has a communication function. The status of the storage battery module 211 is monitored by monitoring the voltage and temperature of each cell. The voltage of each cell is measured individually using a voltage sensor attached to each cell. The temperature is obtained from a temperature sensor attached to a representative point within the module. This allows the status of the storage battery module 211 to be monitored. In addition, in this embodiment, the cells inside the storage battery module 211 are connected in a single series, but may be connected in parallel. This is because the current flowing through the cells is simply discussed as being divided equally among the number of parallel connections, but strictly speaking, it is determined by the resistance of the parallel-connected circuits.

[0045] <Control Server> Next, the configuration of the control server 60 will be described with reference to FIG. FIG. 6 is a diagram showing an overview of the control server 60 and the destinations connected to it. The control server 60 includes a recording device 80, a control device 70, and a change command device 90. Based on data received from a plurality of vehicles 1A, the control server 60 calculates a change proposal for the control parameters of the vehicle control device 13 or the battery box control board 212 in the vehicle, and transmits the change proposal to the vehicle 1A after obtaining approval from the operation control center 40 or the service vendor 50. At this time, approval for the proposed change may be obtained automatically from the operation control center 40 or the service vendor 50, or approval may be obtained manually.

[0046] Furthermore, the control server 60 may be mounted on the vehicle 1A as an on-board device as long as it has sufficient computing power and data storage capacity. Alternatively, only some of the functions of the control server 60 may be mounted on the vehicle as part of the on-board device. For example, only the deterioration degree calculation unit 71 included in the control server described below may be mounted on the vehicle. However, the data processing performance of on-board equipment is generally inferior to that of a server. Also, since it is more rational to integrate and process data for the load condition detection unit 72 and other units that handle information on multiple cars 1A, it is more desirable to install them as servers independent of the on-board equipment that can be remotely controlled via a network. The control server 60 may be installed at any location, for example, at the operation control center 40 or the service vendor 50, or may be a virtual server on the cloud.

[0047] <Recording device> The recording device 80 can receive and record operational data from a plurality of vehicles 1A. Furthermore, the operation data may be any data sufficient to operate the control device 70, and may include, for example, vehicle operation data, battery data, and the like. Here, the vehicle operation data is, for example, information sufficient for vehicle 1A to analyze the vehicle operation, and is data that includes at least one of the following: job name, vehicle position, station code, vehicle speed, notch brake operation, converter operation information, inverter operation information, auxiliary equipment operation status, and overhead line power supply information. Furthermore, the battery data refers to, for example, information possessed by vehicle 1A that is sufficient to analyze the battery operation, and includes at least the representative deterioration level and maximum load conditions described below, and may also include, for example, the box total voltage, battery current value, battery temperature, etc., which will be described below.

[0048] Here, the representative deterioration level indicates the average or minimum value of the deterioration level for each (unit) of the storage battery module 211 in the storage battery system 20, but the unit may be other units. For example, it may be the average or minimum value of the deterioration level for each battery replacement unit 23, which is the battery replacement unit. In addition, the maximum load condition is the condition that places the greatest load on the storage battery, which can cause malfunctions such as damage or explosion of the storage battery system 20, as calculated by the load condition detection unit 72 described below, and there are three types: overcharging, over-discharging, and over-temperature. These three types of maximum load conditions are set independently of each other.

[0049] Furthermore, as shown in FIG. 4, the box total voltage is the same for the parallel-connected series battery groups 22, and therefore the voltage of any one of the series battery groups 22 may be used. Furthermore, since the battery current value differs for each series battery group 22, it is desirable that the information be about the current values ​​of all series battery groups 22. Similarly, since the charging rate differs for each series battery group 22, it is desirable to have information on the charging rates of all series battery groups 22.

[0050] Similarly, since there is at least one temperature data for each storage battery module 211, it is desirable that the battery temperature be data for all storage battery modules 211, preferably the maximum cell temperature and the minimum cell temperature for each storage battery module 211. Furthermore, the module representative cell voltage is voltage data sufficient for analyzing the voltage of the storage battery module 211, and it is desirable to obtain voltage data for all cells.

[0051] Furthermore, even if the recording device 80 is unable to acquire all the data due to limitations on the amount of data in the network bandwidth, it is desirable to acquire data on the average voltage in the module, the maximum voltage in the module, and the minimum voltage in the module so that at least the average degree of deterioration and the most deteriorated degree of deterioration in the module can be calculated.

[0052] Furthermore, if the battery box control board 212 is capable of calculating the degree of deterioration, the battery data may include the degree of deterioration for each cell. At this time, the charging rate and degree of deterioration differ for each cell, but due to limitations in its computing power, the values ​​calculated by the battery box control board 212 may be calculated as one value for each series group or box.

[0053] Furthermore, the recording device 80 may separately obtain meteorological data (temperature, weather, wind speed, solar radiation intensity, etc.) for the section of the line on which the vehicle 1A is traveling from an external information source. Similarly, the recording device 80 may obtain data related to the vehicle operation plan for each line section, such as an operation management table or diagram, from the operation control center 40.

[0054] <Control device> Next, as will be described later, the control device 70 calculates a first change plan based on the representative deterioration degree, and can also calculate a second change plan that is a modification of the first change plan based on the operation data and battery data received from the recording device 80. The second change plan is a first change plan (described later) that has been expanded to ensure vehicle performance calculated by a first change plan creation unit 73 (described later) and has been restricted by a second change plan creation unit 74 to avoid malfunctions.

[0055] In addition, vehicle performance predictions, life predictions, battery malfunction impact predictions, and battery replacement plans can be calculated and transmitted to the operation control center 40 and service vendor 50. Similarly, the representative deterioration level and the maximum load condition can be calculated and transmitted to the recording device 80, and the information recorded in the recording device 80 can be updated.

[0056] The operation control center 40 and the service vendor 50 carefully examine the second change proposal, the vehicle performance forecast, the lifespan forecast, the battery malfunction impact forecast, and the battery replacement plan, and confirm the appropriateness of the control parameter changes based on the second change proposal. If the requirements are met, such as whether the vehicle performance satisfies the required performance, whether the battery life can be sufficiently extended, and whether there is sufficient margin for battery malfunction, then the operation control center 40 and the service vendor 50 transmit a control change permission to the change command device 90, permitting the second change proposal.

[0057] <Change command device> The change command device 90 transmits, based on the control change permission granted by the operation control center 40 and the service vendor 50, control parameters based on the second control change proposal calculated by the control device 70 to, for example, the vehicle 1A. This allows the vehicle 1A to change the control parameters of the vehicle control device 13 and the battery box control board 212.

[0058] <Control device> Next, the configuration of the control device 70 will be described in detail with reference to FIG. FIG. 7 is a diagram showing an outline of the configuration of the control device 70. As shown in FIG. The control device 70 includes a deterioration level calculation unit 71, a load condition detection unit 72, a first modification plan creation unit 73, a second modification plan creation unit 74, a life prediction unit 75, and a battery replacement planning unit 76.

[0059] <Deterioration degree calculation section> The deterioration level calculation unit 71 can calculate an updated value of the representative deterioration level for a target train, which is a specific train that is the target for battery control, based on the operation data and the representative deterioration level recorded in the recording device 80. At this time, the operation data of the target train set is operation data related to a specific train (hereinafter referred to as the target train set) whose control parameters are to be updated using the second change plan obtained from the operation data. The representative deterioration degree recorded in the recording device 80 is obtained from the battery data of the recording device 80. In addition, the degree of deterioration can generally be calculated by analyzing current and voltage data during normal use, or by applying a current pattern specifically designed for measuring the degree of deterioration and analyzing the data, but either method is acceptable.

[0060] Furthermore, the performance of the conventional storage battery system 20 often depends on the average deterioration level. Therefore, if charging is performed based on the average deterioration level, there is a risk of malfunction due to overvoltage being applied to the cells of the storage battery system 20. To avoid such a situation, ideally, it is desirable to calculate the degradation levels of all the cells in the storage battery module 211 and set this as the representative degradation level.

[0061] In this case, the degree of deterioration of each cell can be calculated if the voltage data of each cell and the current data of all the series groups are available. Furthermore, even if the cell controller board 2112 is unable to acquire all cell data due to restrictions on the amount of data in the network bandwidth, it is desirable to calculate the average degree of deterioration within the module and the minimum degree of deterioration that is the most deteriorated. In this case, the average degree of deterioration within the module is calculated using the average voltage and current of the storage battery module 211. Similarly, the minimum degree of deterioration is the smaller of the degree of deterioration calculated using the maximum voltage or the minimum voltage of the cells included in the storage battery module 211.

[0062] Furthermore, when calculating the deterioration degree, there is a possibility that a calculation error may occur, and therefore the representative deterioration degree calculated by the deterioration degree calculation unit 71 is compared with the representative deterioration degree recorded in the recording device 80. If the change in the value calculated by the deterioration degree calculation unit 71 deviates from the deterioration degree change amount reasonably estimated on the deterioration characteristic data of the battery cell based on the battery usage amount and storage period of the representative deterioration degree recorded in the recording device 80, it may be determined that there is a calculation error, and the representative deterioration degree calculated by the deterioration degree calculation unit 71 may be discarded, and the representative deterioration degree recorded in the recording device 80 may be used instead.

[0063] <Load condition detection section> The load condition detection unit 72 is a functional unit that detects, from the operation data of all trains, the maximum load condition, which is the most severe condition when the second change plan creation unit 74 calculates the conditions for avoiding malfunctions. In order to calculate the maximum load condition, the load condition detection unit calculates the maximum load condition based on the operation data of all trains and the maximum load condition recorded in the recording device 80. The calculated maximum load condition is sent to the second modification plan creating unit 74. The load condition detecting unit 72 can calculate the maximum load condition by (1) extracting a combination of proven load condition parameters, or (2) combining the worst conditions of each element of the load condition parameters. For example, when the load condition detector 72 evaluates the maximum load condition with respect to the overcharge voltage, the parameters of the load condition related to the overcharge voltage are the battery SOC, the battery current, and the battery temperature.

[0064] (1) The proven method of extracting combinations of load condition parameters involves searching the operation data of all trains to obtain the moment when the cell voltage is at its highest. At the same time, the instantaneous values ​​of the load condition parameters at that moment, such as battery SOC, battery current, and battery temperature, are obtained, and these conditions can be set as the maximum load conditions. Such a proven method of combining load condition parameters is suitable when the elements of the load condition parameters at the time of overvoltage evaluation are not independent of each other and are indicators that interfere with each other in terms of control.

[0065] (2) In the method of combining the worst-case conditions of each element of the load condition parameters, the operation data of all trains is searched, and the value that is most likely to cause a malfunction is obtained for each element of the load condition parameters, and the combination of these values ​​can be used as the best load condition. Therefore, the highest load condition that is most likely to cause a malfunction is the condition that combines the highest battery SOC value, the highest battery current value on the charging side, and the lowest battery temperature value for the overcharge voltage. Furthermore, the combinations of these elements do not have to all be from the same train formation. For example, values ​​that are most likely to cause a malfunction may be extracted from different train formations and then combined. Such a method of combining the worst-case conditions of each element of the load condition parameters is suitable when the load condition parameters are independent of each other.

[0066] Furthermore, when the load condition detection unit 72 evaluates the maximum load condition by the overdischarge voltage, the parameter elements of the maximum load condition controlled by the overdischarge voltage are also the battery SOC, battery current, and battery temperature. At this time, the operation data of all trains is searched and the maximum load condition is calculated based on the moment when the voltage is at its lowest. Furthermore, when the load condition detection unit 72 evaluates the maximum load condition by overtemperature, the parameter elements of the maximum load condition controlled by overtemperature are the maximum air temperature and the root mean square of the current within a certain period of time (current effective value, also referred to as RMS (Root Mean Square)) (hereinafter referred to as current RMS).

[0067] <First change proposal creation department> The first change plan creation unit 73 is a calculation unit that performs performance checks on vehicle 1A, whose vehicle performance has deteriorated due to deterioration of the storage battery system 20, so that the vehicle performance required for each train can be met, and calculates a first change plan within the range in which the required performance can be ensured. In addition, the first change plan creation unit 73 recognizes the deterioration of the storage battery system 20 based on the representative deterioration level calculated by the deterioration level calculation unit 71, and transmits the calculated first change plan to the second change plan creation unit 74. Furthermore, vehicle performance indicates the performance required to maintain the operating method (diagram) of a certain route, so even if it is the same vehicle, the content will differ if the operating method is different.

[0068] Here, vehicle performance typically refers to the amount of available energy and power running / regeneration performance, but may also include other control parameters. For example, the amount of available energy and the maximum charge / discharge power of the battery system 20 may include the sum of the energy amounts and charge / discharge power of all cells in the system. Therefore, the deterioration level information used by the first modification plan creation unit 73 may at least be the average deterioration level of the battery system 20.

[0069] The amount of usable energy is the amount of electrical energy that can be used by the drive system from the highest to lowest charging rates of the battery system 20 when the drive system is in operation.

[0070] Similarly, the amount of usable energy means, in the case of battery-powered trains, the distance they can travel between charging stations or the time their auxiliary equipment can be used when stopped, and in the case of hybrid diesel railcars, the distance they can travel within the interval between engine charging operations or the time their auxiliary equipment can be used when stopped. In addition, in hybrid diesel railcars, the decrease in the amount of available energy shortens the interval between engine charges, which leads to reduced fuel efficiency, increased CO2 emissions, and noise emissions.

[0071] In the battery system 20, a maximum charging rate and a minimum charging rate for control are usually set in advance as control parameters. At this time, in vehicle 1A, the maximum charging rate is the target charging rate for charging at the charging station, and the minimum charging rate is the charging rate at which the drive system determines that it is out of power and stops the system. In addition, in a hybrid diesel railcar, the maximum charging rate is the target charging rate for engine charging, and the minimum charging rate is the starting charging rate for engine charging.

[0072] The amount of usable energy as a vehicle performance corresponds to the amount of usable energy of the storage battery system 20. Furthermore, the amount of energy in a battery's charge and discharge is the integral of the battery's current and voltage, which is different from the amount of charge, which is the integral of the current. However, there is generally a positive correlation between the two, and to simplify the calculation, the amount of energy secured will be described here as the amount of charge secured. Therefore, when calculating the amount of energy, the simplest way is to multiply the amount of charge by the rated voltage of the system, which will give an approximate calculation of the amount of energy in the system.

[0073] The amount of usable energy in a specific range of charge rate in a battery system decreases with deterioration, and the usable charge Q of the battery system according to the degree of deterioration use [Ah / system] is expressed by the following equations (1) and (2).

number

number

[0074] Here, P [1 / system] is the number of cells in parallel in the battery storage system 20, SOHQ is the average capacity maintenance rate [%] of the battery storage system 20, Q0 [Ah / cell] is the initial capacity of the cell, and ΔSOC con is the charge rate range for control, SOC max [%] is the maximum charge rate under control, SOC min [%] indicates the minimum charge rate for control.

[0075] The capacity maintenance rate SOHQ decreases as the battery deteriorates. Therefore, according to formulas (1) and (2), in order to maintain the usable charge Quse of the battery system, the charge rate range ΔSOC con It is necessary to increase

[0076] In the storage battery system 20, the maximum charging rate SOC max In hybrid diesel railcars, the usable state of charge range can be widened by increasing the maximum state of charge (SOCmax) or decreasing the minimum state of charge (SOCmin).

[0077] Next, the power running / regenerative performance means the power running torque and regenerative torque that the drive system can provide to the wheelsets 9. In the battery storage system 20, power running corresponds to the maximum available discharge power, and regeneration corresponds to the maximum available charge power. These maximum available powers are limited by upper and lower closed circuit voltage limits or maximum charging current and maximum discharging current.

[0078] Next, it will be explained that the maximum available power in a specific current / voltage limit range of the battery system decreases with deterioration. The maximum available power of the battery system according to the degree of deterioration is the maximum available charging power W when limited by the upper and lower closed circuit voltage limits. use,chg [W / system] is expressed by the following equation (3).

number

[0079]

number

[0080]

number

number

[0081] where CCV lim,chg [V / cell] indicates the upper limit closed circuit voltage, CCV lim,dis [V / cell] indicates the lower limit closed circuit voltage. Similarly, I lim,chg [A / cell] indicates the maximum charging current, and I lim,dis [A / cell] indicates the maximum discharge current. All of these values ​​have limit values ​​set as control parameters. Furthermore, the maximum charge current and maximum discharge current can be defined as a single constant or as a map corresponding to the battery SOC or temperature.

[0082] In addition, the current I [A / cell] that is smaller than the maximum current when limited by the upper and lower closed circuit voltage limits, and the closed circuit voltage CCV [V / cell] within the upper and lower closed circuit voltage limit range when limited by the maximum charge current and maximum discharge current, are expressed by the following equations (7) and (8).

number

number

[0083] The average closed circuit voltage of a cell, CCV [V / cell], is generally calculated by dividing the average open circuit voltage of a cell, OCV [V / cell], by the average polarization voltage of a cell, V p It is expressed as the sum of [V / cell]. Here, OCV [V / cell] is a value determined by the SOC-OCV curve shown in FIG. 1, and generally, the higher the SOC, the higher the OCV value. The SOC-OCV curve of a lithium-ion battery generally differs depending on the materials of the positive and negative electrodes. p As shown in equation (8), is approximated by the product of the current I [A / cell], the average resistance rise rate SOHR [%] of the cell, and the cell resistance when unused DCR0 [Ω / cell]. Here, the cell resistance DCR0 is determined by the cell temperature T_k [K] and the cell charge rate SOC according to the characteristics of each cell type. k [%], current duration t I [h], current value I k This can be expressed as a function of [A / cell].

[0084] In this way, the maximum available power of the battery system is limited by the upper and lower closed circuit voltage limits, the maximum charging current, and the maximum discharging current. Furthermore, as the storage battery system 20 deteriorates, the resistance increase rate SOHR increases, and the polarization voltage V p Furthermore, even if the CCV value is the same, the applicable current value decreases, and the maximum available power decreases.

[0085] Therefore, in order to maintain the maximum available power, deterioration due to the resistance rise rate SOHR has progressed. In order to maintain the maximum available power, if the maximum available power is limited by the upper and lower closed circuit voltage limits, the upper closed circuit voltage CCV lim,chg Increase [V / cell] to increase the lower limit closed circuit voltage CCV lim,disThis reduces the [V / cell] and widens the upper and lower closed circuit voltage limits.

[0086] Similarly, if the maximum charge current and maximum discharge current are limited, the maximum charge current I lim,chg Increase [A / cell] and increase the maximum discharge current I lim,dis This reduces the [A / cell] and widens the maximum current range.

[0087] As a result, the first modification proposal creation unit 73 can calculate and output a control modification proposal that can widen the usable charging rate range of the battery system 20 in order to maintain the vehicle's usable energy amount (the battery system's usable energy amount) as the battery deteriorates, and widen the upper and lower closed circuit voltage limits or maximum current range of the battery system 20 in order to maintain the vehicle's power running and regenerative performance.

[0088] <Second Change Proposal Creation Department> The second change plan creation unit 74 is a calculation unit that modifies the first change plan output by the first change plan creation unit 73 into a second control change proposal that avoids battery malfunctions, based on the maximum load condition calculated by the load condition detection unit 72 and the representative deterioration level calculated by the deterioration level calculation unit. At this time, the second change plan creating unit 74 can also calculate a vehicle performance prediction based on the control change proposal and a battery malfunction impact prediction.

[0089] The battery failure impact prediction is a prediction of how a direct observation indicator of battery failure will change under the second control change proposal under maximum load conditions. Direct observation indicators of battery malfunction are parameters such as cell voltage for overvoltage, SOC for SOC exceedance, and cell temperature for overtemperature.

[0090] The vehicle performance prediction is an index for evaluating how the vehicle performance will change under the second control change proposal. The vehicle performance typically refers to the amount of available energy and power running / regenerative performance.

[0091] First, the necessity for calculating the second control change proposal will be explained. While the operational lifespan of railway vehicles is several decades, the operational lifespan of the lithium-ion batteries installed in them is generally short, and it cannot be ignored that the deterioration of lithium-ion batteries limits the performance of the battery system.

[0092] The deterioration of cells in such battery systems is caused by uneven cell temperatures within the battery system and manufacturing variations in the cells, which make it difficult to achieve uniformity. Furthermore, storage batteries have a shorter lifespan than railcars, and are often partially replaced during the operation of the railcar, which is a factor in the unevenness of storage batteries within a single vehicle. Furthermore, uneven cell deterioration often leads to uneven cell voltage, current, and temperature within the battery system, which can often become a serious problem, especially when the cell voltage of the most deteriorated battery becomes significantly higher or lower.

[0093] At this time, the battery system must operate all cell voltages within the specified usable ranges of voltage, current, and temperature, so the most deteriorated cell becomes a bottleneck, limiting the overall charging and discharging operation.

[0094] Such restrictions often have a negative impact on railway vehicle performance, such as limiting power running performance, limiting regenerative absorption capacity, and reducing the amount of usable energy (cruising range and auxiliary equipment usable time). In addition, if vehicle performance were not restricted and current were applied to the battery, battery overvoltage could occur, causing the battery system to shut down as a protective measure, disconnecting the battery from the vehicle system, and in the worst case scenario, causing the vehicle to stop.

[0095] Therefore, there is a problem that battery degradation limits the performance of the battery system (charge capacity, maximum power, etc.), which in turn limits the performance of the vehicle system (amount of available energy, power running and regeneration performance).

[0096] Many battery systems are designed to satisfy a predetermined battery performance in a deteriorated state, so that in a less deteriorated state, the battery system has a margin in terms of charge capacity and maximum power. However, when battery control parameters are predetermined to ensure vehicle performance even when the battery is degraded, the rate of battery degradation depends on the charging rate, current value, and temperature used, which can lead to problems such as using the battery at a charging rate that is prone to unnecessary degradation. For these reasons, when managing battery systems in railway vehicles, it is not sufficient to simply consider the average value of the battery system; it is important to consider the characteristics of each individual replacement unit that makes up the battery system.

[0097] In particular, in the storage battery system 20, the degree of deterioration of each battery cell varies, and it is important to note that if the battery usage conditions are expanded according to the degree of deterioration of the storage battery system 20, a large number of battery cells may develop problems such as battery overvoltage, SOC exceeding, or overtemperature. Here, battery overvoltage means that the closed circuit voltage CCV [V / cell] of a battery cell deviates from the usable range specified by the manufacturer, and battery overtemperature means that the temperature [°C] of a battery cell deviates from the usable range.

[0098] The usable closed circuit voltage range specified by the service vendor 50 is a limit value determined from the viewpoint of battery degradation and safety in the battery cell specifications, and is different from the upper and lower limit closed circuit voltage parameters for control, and is often a range wider than the control range. Exceeding the SOC means that the SOC [%] of the battery cell deviates from the usable range.

[0099] Next, specific problems that may occur in the battery cells will be described one by one. There are two types of overvoltage and SOC exceedance problems that arise from variations in the degree of deterioration of battery cells: problems caused by variations in cell capacity within a series connection, and problems caused by variations in series group resistance within a parallel connection.

[0100] First, a malfunction caused by variations in cell capacity within a series connection occurs when the cell with the most degraded capacity in the battery series group 22 exceeds the usable range (referred to as the cell manufacturer-specified charge rate range or cell manufacturer-specified closed circuit voltage range) specified by the manufacturer on the charge side or discharge side.

[0101] Due to this defect, when battery cells connected in series are charged and discharged with the same amount of charge, the charge rate changes as the capacity retention rate decreases. For example, when the storage battery system 20 including the battery cell k connected in series is in a state where the charging rate in the system is set to the initial charging rate SOC0(t1), an arbitrary current I k Let's say that [A / cell] (charge is positive) is passed through. At this time, the actual change in the charge rate of cell k, ΔSOC act,k [%] is expressed by the following formula (9).

[0102]

number

[0103] SOHQ k is the capacity maintenance rate [%] of cell k. In other words, even if the battery cells are connected in series, the actual change in the charge rate ΔSOC act,k [%] is the capacity maintenance rate SOHQ k The more deteriorated the battery, the greater the change in charging rate.

[0104] In equation (9), the state of charge SOC of the battery system recognized by the vehicle control device 13 and the battery box control board 212 is sys [%] Change in ΔSOC sys [%] and SOHQ are expressed by the following equation (10) when the average capacity maintenance rate [%] of the system is used.

number

[0105] At this time, the charging rate of each cell k is expressed by the following equation (11).

number

number

[0106] As a result, if there is a large variation in the degree of capacity degradation, the charge rate of the cell with the most capacity degradation may exceed the usable range specified by the service vendor 50 manufacturer, resulting in an overcharged state (more than fully charged) or an overdischarged state (less than fully discharged).

[0107] In order to suppress such a problem, the ΔSOC act,k [%] needs to be suppressed. Furthermore, in order to keep the charge rate range ΔSOC in control of the cell with the most capacity degradation unchanged from before degradation, the change amount ΔSOCsys [%] of the battery system is expressed by the following equation (13).

number

[0108] The second modification plan creation unit 74 performs the above calculations under the representative degradation condition of each module for the maximum load condition, and calculates the control parameter SOC for the usable range of the charging rate of the battery system so that the most deteriorated cell does not exceed the usable SOC range specified by the cell manufacturer. max , SOC min This stipulates:

[0109] Furthermore, the closed circuit voltage CCV of cell k k [V / cell] is the open circuit voltage (OCV) of cell k as shown in the following equation (14). k[V / cell] and polarization voltage V p,k It is expressed as the sum of [V / cell].

number

[0110] Also, the polarization voltage V p,k is expressed by the following equation (15), and the current I k [A / cell] and resistance increase rate SOHR k It is approximated by the product of [%] and DCR0 [Ω / cell], which is the cell resistance when unused.

number

[0111] In addition, the cell with the most deteriorated capacity reaches the highest and lowest charge rates. Furthermore, since the deterioration of resistance has a positive correlation with the deterioration of capacity, the polarization voltage V p,k is also the maximum. Therefore, the closed circuit voltage of the storage battery with the most degraded capacity will be at its maximum value when charging, and at its minimum value when discharging, exceeding the usable range specified by the cell manufacturer and potentially resulting in charging overvoltage or discharging overvoltage.

[0112] The second modification plan creation unit 74 calculates the CCV for the most deteriorated cell under the representative deterioration condition of each module for the maximum load condition, as with the SOC, using equations (9) to (15). Then, the CCV of the most deteriorated cell is calculated. k The maximum charging rate SOCmax, minimum charging rate SOCmin or maximum charging current I are used as control parameters for the charging rate usable range of the system so that the closed circuit voltage range specified by the cell manufacturer is not exceeded. lim,chg , maximum discharge current I lim,dis[A / cell], and provides a constant map including temperature.

[0113] Therefore, the second modification plan creating unit 74 can narrow the usable range of the state of charge and the maximum current range according to the capacity variation within the series connection, thereby avoiding the problem of capacity variation. Narrowing the usable range of the state of charge is particularly effective in addressing the problem of cell capacity variation.

[0114] Next, in the case of a malfunction due to variations in the resistance of series groups within a parallel connection, current may be concentrated in the series group with the smallest sum of resistance within the parallel connection, causing a malfunction in which the cell exceeds the usable range of charge rate or closed circuit voltage on the charging or discharging side. In the battery storage system 20, the current I bank,i [A / cell] and the total system current I sys The relationship with [A / system] is shown by the following equation (16).

number

[0115] where R bank,i [Ω / bank] is the series resistance of the series group i, which is expressed by the following equation (17), and is the sum of the reciprocals of all the resistances of each series group n in the system, and I sys [A / sys] is the total current of the system. R bank,i [Ω / bank] is the series-parallel sum of the cell resistances of each battery cell k included in series group i.

number

[0116] As is clear from equation (16), the current in each series group will concentrate in the series group with the lowest average resistance and least progress of resistance degradation, which will increase ΔSOC according to equation (9), causing the charge rate to exceed the usable range, potentially resulting in an overcharge state (greater than full charge) or an overdischarge state (less than full discharge).Furthermore, according to equation (15), the polarization voltage will increase, causing the closed circuit voltage to exceed the usable range, potentially resulting in a charge overvoltage or discharge overvoltage state.

[0117] Problems caused by variations in capacitance within a series connection and problems caused by variations in series group resistance within a parallel connection do not occur separately, and may occur simultaneously. The reason for this is that the resistance variation in a series group is the sum reflecting the series-parallel connection of all cells in the series group, but the capacitance variation occurs at a low capacitance per cell, and is therefore caused by a different factor.

[0118] For example, if current concentrates in a series string with low average resistance (i.e., little degradation) due to series string resistance variation, and then there is variation in degradation within that series string, current will concentrate in the cell with the most capacity degradation. In this state, a cell with capacity degradation can easily become overcharged and overvoltage occurs compared to when it is in a battery system with multiple series strings with no resistance variation.

[0119] The second modification plan creation unit 74 calculates the representative deterioration level of each module for the maximum load condition by calculating the control parameters of the maximum charging rate SOCmax, minimum charging rate SOCmin, or maximum charging current I within the usable charging rate range of the system so that the SOC or CCV of the cell does not deviate from the SOC range specified by the cell manufacturer and the closed circuit voltage range specified by the cell manufacturer. lim,chg , maximum discharge current I lim,dis [A / cell], providing a constant map including these and temperature.

[0120] Therefore, the second modification plan creating section 74 can narrow the range of available charging rates and the range of maximum currents in accordance with the variations in series group resistance within the parallel connection. In particular, to avoid overvoltage problems caused by variations in the resistance of series groups within a parallel connection, it is more effective to narrow the maximum current range than to narrow the range of the usable charge rate, because SOC variations between series groups are smoothed out by cross current (current that flows due to the voltage difference between the parallel series groups) at low currents.

[0121] Battery malfunctions include battery overvoltage, SOC exceeding, and battery overtemperature. Battery over-temperature occurs when the battery temperature exceeds the usable range specified by the service vendor 50 . If there is no abnormality in the cooling capacity of the battery box 21, battery overheating occurs due to an abnormal rise in the ambient temperature or an increase in the amount of heat generated, but it is the increase in the amount of heat generated that is most closely related to the degree of battery degradation. Heat generation power W of battery cell k k [J / s] is most simply the polarization voltage V p Current I k 2 This is expressed as the following equation (18):

number

[0122] This reduces the heat generation power W k [J / s] is the SOHR of cell K k and current I k 2 This means that the amount of heat generated increases due to the deterioration of cell k itself, and depending on the current sharing ratio, the amount of heat generated increases when the series group including cell k has low resistance. That is, if the current sharing ratio is disrupted due to variations in the resistance of the series group within the parallel connection, the battery in the series group with relatively low resistance and less degradation may become the hottest.

[0123] The temperature rise ΔT [K] of a cell is determined by the amount of heat generated over a long period of time [J], not by the instantaneous amount of heat generation work [J / s], so in order to reduce the amount of heat generated by the battery, it is necessary to suppress the RMS current within a certain period of time. This certain period of time is usually the cooling time constant of the battery system, and is shorter the higher the cooling capacity is, and longer the lower the cooling capacity is.

[0124] Therefore, the threshold value [J] of the amount of heat generated by the cell within a certain period of time at which the battery becomes overheated is a pre-designed value based on the temperature and the cooling capacity of the battery, and malfunctions can be avoided by suppressing the root mean square of the current of cell k within a certain period of time in accordance with the deterioration distribution of the cells in the battery system. In this case, the maximum load condition is the combination of the highest temperature ever recorded and the highest RMS current ever recorded during the summer. The reason for limiting the RMS current to summer is that even if the RMS current is high in winter, there are few cases where overheating occurs.

[0125] <Lifespan Prediction Section> The life prediction unit 75 is a calculation unit that calculates a life prediction when the current control parameters and the control parameters after reflecting the second change plan are applied. The inputs to the lifespan prediction unit are the current degree of module deterioration, operation data for all trains, and a second change plan. At this time, the life prediction unit 75 calculates the predicted degree of deterioration by inputting the current pattern, cell temperature, and SOC, which are the conditions for battery deterioration, from the operation data of all train sets into a simulator that has been machine-learned. In addition, the battery degradation conditions are calculated assuming that under the current control, the future current pattern, cell temperature, and SOC will change depending on the respective operations (diagrams) and the temperature, and that the current pattern, cell temperature, and SOC will change in accordance with the application of the second change proposal.

[0126] <Battery Replacement Planning Department> The battery replacement planning unit 76 can calculate a battery replacement plan based on the representative deterioration level, vehicle performance prediction, battery malfunction prediction, and life prediction. The battery replacement plan calculated by the battery replacement planning unit 76 is based on the premise that the deteriorated storage battery module 211 is to be replaced, but replacement may be performed on a storage battery-by-battery basis. Furthermore, replacement of the storage battery module 211 is not necessarily limited to replacement with a new storage battery module 211. For example, the battery module may be replaced with a used module that is less deteriorated, or may be replaced with a module from a train set that is equipped with a storage battery module 211 that is less deteriorated. The replaced battery module may be discarded or may be reused for another purpose.

[0127] In addition, the timing for battery replacement indicated in the battery replacement plan will be when the predicted value calculated from the representative deterioration level during use or lifespan prediction exceeds the replacement threshold, or when it is determined that the required vehicle performance cannot be met even if the second change proposal is reflected in the vehicle performance prediction or battery malfunction prediction.

[0128] <Calculation process for control change proposals> Next, the control change proposal calculation process will be described with reference to FIGS. 8 and 9 are flowcharts showing the process of calculating control change proposals. Since deterioration of a storage battery module often does not progress rapidly, the flowcharts shown in Figures 8 and 9 are assumed to be executed about once a month, but may be executed at other frequencies. For example, if the degree of deterioration changes significantly, such as immediately after battery replacement work, the flowcharts may be executed once a month or less.

[0129] (Step S101) In step S101, the recording device 80 stores the operational data transmitted from the vehicle 1A.

[0130] (Step S102) In step S102, the deterioration degree calculation unit 71 calculates the representative deterioration degree.

[0131] (Step S103) In step S103, the first modification plan creating unit 73 calculates the vehicle performance based on the representative deterioration degree.

[0132] (Step S104) In step S104, it is determined whether the calculated vehicle performance satisfies the required vehicle performance. If the required vehicle performance is satisfied, the process returns to step S101, and if not, the process proceeds to step S105.

[0133] (Step S105) In step S105, the first modification plan creating unit 73 calculates a first modification plan.

[0134] (Step S106) In step S106, the second modification plan creating unit 74 calculates whether or not a problem will occur in vehicle performance when the first modification plan is applied under the maximum load condition.

[0135] (Step S107) In step S107, it is determined whether or not a defect has occurred in the calculation results of the second modification plan creating unit 74. If a defect has occurred, the process proceeds to step S113, and if not, the process proceeds to step S108.

[0136] (Step S108) In step S108, the second change plan creating unit 74 calculates a battery malfunction impact prediction and a vehicle performance prediction. Similarly, the life expectancy prediction unit 75 calculates the life expectancy prediction.

[0137] (Step S109) In step S109, the second change plan creation unit 74 and the life prediction unit 75 transmit the control change proposal (or the second change plan), the battery malfunction impact prediction, the vehicle performance prediction, and the life prediction to the operation control center 40 and the service vendor 50.

[0138] (Step S110) In step S110, the operation control center 40 and the service vendor 50 verify the validity of the received control change proposal (or the second control change proposal). At this time, the validity can be verified by taking into consideration the battery malfunction impact prediction, vehicle performance prediction, and lifespan prediction that are also transmitted. If it is valid, the process proceeds to step S111, and if it is invalid, the process proceeds to step S112.

[0139] (Step S111) In step S111, the operation control center 40 and the service vendor 50 transmit a change control permission to the change command device 90, and the change command device 90 rewrites the control parameters of the vehicle control device 13 and the battery box control board 212, and the process ends.

[0140] (Step S112) In step S112, the second modification plan creating section 74 calculates a second modification plan that will not cause any problems under the maximum load condition. At this time, if the second modification plan cannot be calculated, for example, if there is no control plan that can avoid the malfunction while satisfying the minimum vehicle performance, it may be determined that the malfunction cannot be avoided, and the processing of the flowchart may be terminated.

[0141] (Step S113) In step S113, the second change plan creating unit 74 determines whether the second change plan can avoid the defect. If the defect can be avoided, the process proceeds to step S108; if the defect cannot be avoided, the process proceeds to step S114.

[0142] (Step S114) In step S114, the battery replacement planning unit 76 calculates a battery replacement prediction plan for replacing the storage battery module 211.

[0143] (Step S115) In step S115, the battery replacement proposal and data such as the representative deterioration level on which it is based, the current battery malfunction status, and vehicle performance are sent from the control server 60 to the operation control center 40 and the service vendor 50, the battery is replaced, and the process ends.

[0144] <Changes in change stages and control parameters> Next, the change stages and the change in the values ​​of the control parameters will be described with reference to FIG. FIG. 10 is a diagram showing the change stages and the change in the value of the control parameter. In FIG. 10, the horizontal axis indicates the change stage of the control parameter. The vertical axis represents the value of an arbitrary control parameter, with the upward direction indicating a more expanded state of the control parameter and the downward direction indicating a more restricted state of the control parameter. The performance of the battery system 20 improves as the value of the control parameter moves in the expansion direction, and therefore the control parameter is often expanded as the battery deteriorates.

[0145] The control parameters are often expanded in stages according to the deterioration of the storage battery module 211. For example, there is a normal control stage in which normal control is performed, a vehicle performance assurance stage in which the storage battery module 211 deteriorates and the control parameters need to be expanded to ensure vehicle performance, and a malfunction avoidance stage in which the storage battery module 211 deteriorates and malfunctions are avoided.

[0146] In addition, four lines are defined for the values ​​of the control parameters: (1) the vendor-set upper limit line, (2) the line ensuring vehicle performance, (3) the line avoiding defects, and (4) the line ensuring minimum vehicle performance. First, (1) the vendor-set upper limit line is an upper limit for expanding the control parameters of the storage battery module 211 set by the service vendor 50. (1) If the control parameters are expanded beyond the vendor-set upper limit line, a malfunction will occur in the storage battery module 211, and therefore the control parameters cannot be expanded beyond this upper limit line. In addition, the control parameters corresponding to this line are constant and are unrelated to the deterioration of the storage battery. (2) The vehicle performance assurance line is a line that ensures ideal vehicle performance for normal operation of a given vehicle type and route. The control parameters that satisfy this line shift upward as the storage battery deteriorates. In other words, as the storage battery deteriorates, the vehicle performance that can be achieved with the same control parameters decreases, so it becomes necessary to expand the control parameters (rising in the diagram) to ensure vehicle performance. (3) The failure avoidance line is a line for avoiding failures under the maximum load conditions for a given vehicle type and route, and the control parameters cannot be expanded beyond this failure avoidance line. The control parameters that satisfy this line shift downward as the storage battery deteriorates. In other words, as the storage battery deteriorates, the risk of overvoltage or SOC exceedance increases, especially in the most deteriorated cells, so the control parameters must be restricted (decreasing in the diagram). Therefore, the more the storage battery deteriorates, the narrower the range of control parameter choices becomes. (4) The minimum vehicle performance line is a line for ensuring the minimum vehicle performance required for normal operation of a specified vehicle type and route. The control parameters that satisfy this line will shift upward as the storage battery deteriorates. This is because, for the same reason as (2) Vehicle performance assurance line, in order to ensure the minimum vehicle performance even when the storage battery is deteriorated, it becomes necessary to expand the control parameters (rising in the figure) to ensure vehicle performance.

[0147] <Changes in vehicle performance indicators and modification stages> Next, the change stages and changes in vehicle performance indexes will be described with reference to FIG. FIG. 11 is a diagram showing the change stages and the changes in vehicle performance indexes. In FIG. 11, the horizontal axis indicates the change stage of the control parameter. The vertical axis represents the value of an arbitrary vehicle performance index, with the upward direction indicating a better vehicle performance index value and the downward direction indicating a worse vehicle performance index value. In FIG. 11, the travelable distance of vehicle 1A is shown to be longer in the upward direction and shorter in the downward direction.

[0148] As shown in Figure 11, in the normal control stage, the vehicle control index is not increased significantly, and the vehicle is operated with the charging rate suppressed, for example. Then, when the storage battery gradually deteriorates, the vehicle performance is increased to ensure the (2) vehicle performance assurance line. However, if the storage battery deteriorates further, the value of the vehicle performance index that satisfies the (2) vehicle performance assurance line will become insufficient. In this case, in the malfunction avoidance stage, the value of the vehicle performance index is reduced so as not to fall below the (4) minimum vehicle performance line. Then, if the vehicle performance value is unavoidably below the (4) minimum vehicle performance line, the battery must be replaced. Regarding the relationship between the first and second change proposals mentioned above, the first change proposal is a change proposal at the stage of moving from normal control to ensuring vehicle performance, while the second change proposal is a modification of the first change proposal that worsens the vehicle performance index in order to avoid malfunctions.

[0149] <Control parameters related to deterioration progression> Next, the values ​​of the control parameters relating to the progress of deterioration will be described with reference to FIG. FIG. 12 is a diagram showing values ​​of control parameters related to the progress of deterioration. In FIG. 12, the horizontal axis represents the usage history (time) of the battery system, and the battery deteriorates as time passes. The vertical axis represents the value of an arbitrary control parameter. In Figure 12, as in Figure 10, lines represent changes due to usage history in (1) the service vendor's set upper limit value, (2) the vehicle performance assurance line, (3) the malfunction avoidance line, (4) the minimum vehicle performance line, and (5) the conventional (fixed value control). As explained in Figure 10, (1) the service vendor's set upper limit value is constant regardless of deterioration, (2) the vehicle performance assurance line and (4) the minimum vehicle performance line shift upward as deterioration occurs, and (3) the malfunction avoidance line shifts downward as deterioration occurs. The bold lines in Figure 12 indicate the transition of the control parameter values ​​in the present disclosure. In the storage battery control of the present disclosure, during the period from the unused state to T1, unlike the conventional (fixed value control), the control parameter values ​​are limited by the first modification proposal (5), for example, by suppressing the charging rate to suppress deterioration of the storage battery. Even though the control parameters are suppressed and vehicle performance is suppressed in this way, the (2) vehicle performance assurance line continues to be satisfied. Then, after the (2) vehicle performance assurance line and the (3) malfunction avoidance line intersect due to the progression of deterioration at T1, the control parameter values ​​are suppressed by the second modification proposal, and the value of the (3) malfunction avoidance line is taken. Thereafter, as deterioration progresses further, the battery will be replaced when the (3) malfunction avoidance line intersects with the (4) minimum vehicle performance line.

[0150] <Effects> Next, the effect of extending the battery life of the storage battery control system of the present disclosure will be described with reference to FIG. FIG. 13 is a diagram showing values ​​of vehicle performance indexes related to the progression of deterioration. The horizontal axis represents the battery system usage history (time), and the vertical axis represents the value of an arbitrary vehicle performance index. In FIG. 13, as in FIG. 11, (2) the vehicle performance assurance line, (4) the minimum vehicle performance line, and (5) the conventional (fixed value control) changes due to usage history are depicted by lines. (5) In the case of the conventional (fixed value control), the vehicle performance index is set to a fixed value, which is the conventional control value, from an unused state. This causes the battery to deteriorate quickly, and (4) the battery replacement date, when the vehicle performance falls below the minimum line, is reached sooner. In contrast, in the present disclosure, vehicle performance is maintained even when the battery is not in use by (2) using the battery in accordance with the vehicle performance assurance line, which makes it possible to suppress battery deterioration and extend the period until battery replacement compared to conventional control.

[0151] [Variations] Next, a vehicle 1B according to a modification of the first embodiment will be described with reference to FIG. FIG. 14 is a diagram illustrating an overview of a vehicle 1B according to a modification of the first embodiment. A vehicle 1B according to a modification of the first embodiment is a hybrid diesel railcar, and differs from the first embodiment in that electric power is not supplied from a pantograph 2 connected to an overhead line 14 but is supplied by an engine 3 and a generator 4. In the following description, the same or equivalent components as those in the first embodiment are denoted by the same reference numerals, and the description thereof will be simplified or omitted.

[0152] <Engine> The engine 3 is connected to a vehicle control device 13 and is a prime mover that outputs a shaft torque in accordance with an engine rotation speed command value from the vehicle control device 13. The engine 3 is also connected to a generator 4, and transmits the output shaft torque to the generator 4. At this time, the engine 3 does not need to operate all the time. For example, the engine 3 may operate only when a continuous acceleration driving command is received from the vehicle control device 13 or when the charging rate of the storage battery system 20 decreases.

[0153] <Generator> The generator 4 converts the shaft torque transmitted from the engine 3 into three-phase AC power and supplies it to the converter 5 .

[0154] <Actions and Effects> The vehicle 1B of the present disclosure has been described above. The vehicle 1B of the present disclosure mainly has an engine 3 and a generator 4, and even when the engine 3 is operated and electricity is generated by the generator 4, it can operate in the same way as when it obtains power from the pantograph 2 connected to the overhead line 14 of the vehicle 1A. As a result, even if the vehicle 1B is a hybrid diesel railcar, it can have the same effects as the vehicle 1A that runs by operating the electric motor with power from the storage battery. [Example]

[0155] Next, a vehicle 1C according to a second embodiment will be described with reference to FIG. FIG. 15 is a diagram illustrating an overview of a vehicle 1C according to the second embodiment. A vehicle 1C according to a modified example of the second embodiment differs from the first embodiment in that the control server 60 includes an operation review proposal device 95. In the following description, the same or equivalent components as those in the first embodiment are denoted by the same reference numerals, and the description thereof will be simplified or omitted. In the vehicle 1C according to the second embodiment, when the battery has deteriorated, an operation change is made to change the route or the service of the train before changing the control parameters or replacing the battery. Required vehicle performance and maximum load conditions vary depending on the route and operation (vehicle speed plan at each point). For example, the required vehicle performance changes depending on the energy and charge amount between charging stations of a battery train, the gradient of the terrain, the temperature, etc. Therefore, even if the minimum vehicle performance is not met on a specific route, the minimum vehicle performance may be met on another route. Taking this into consideration, Example 2 is intended to allow the vehicle and battery system to continue to be used by changing the route, etc., even if the minimum vehicle performance is not met on a specific route.

[0156] FIG. 15 is a diagram illustrating an overview of a vehicle 1C according to the second embodiment. The control server 60 of the vehicle 1C is equipped with a recording device 80, a control device 70, a change command device 90, and an operation review proposal device 95, and can calculate review proposals for reviewing the operation of the target vehicle 1C based on data received from multiple vehicles 1C. A review of operations means changing the configuration of vehicle 1C, for example, changing the route it runs on or the time it runs. This allows the vehicle 1C to extend the period of use without replacing the deteriorated battery.

[0157] <Devices proposed for operational review> The operation review proposal device 95 calculates a review proposal for changing the operation of the vehicle 1C based on the second change plan, the vehicle performance prediction, the life prediction, the battery malfunction impact prediction, the representative deterioration level, and the maximum load condition.

[0158] The timing at which the operation review proposal device 95 starts proposing an operation review may be after the timing at which the battery deteriorates and the second change proposal creation unit 74 starts to limit the first change proposal calculated by the first change proposal creation unit 73. In other words, the proposal starts after T1 in FIG. The proposed operational review includes changing the assigned service and revising the schedule. On railway lines, the stations where all trains depart and arrive, as well as their speeds, are managed by schedules, and each train runs on a different service. Depending on the task, the required vehicle performance and the probability of malfunctions differ, and high-load tasks make it more likely that a battery shortage will occur. Therefore, if battery degradation makes it difficult to maintain vehicle performance or avoid malfunctions during high-load tasks, it is useful to prioritize switching to a lower-load task. To achieve this, it is necessary to analyze the load of each job and organize and save the maximum load conditions.

[0159] Railway lines are managed by diagrams that show when all trains on the line will depart and arrive at which stations, and at what speeds they will travel on the line. The job of the system is to define the running method for each train formation, such as when and which station it will depart and arrive at, and at what speed it will run on the route. Typically, there are multiple schedules on a single timetable, and each schedule has a different running method even for the same train type on the same route, and each train runs a different schedule every day. The required vehicle performance and conditions for avoiding malfunctions differ depending on this schedule. Even on the same line, on routes with high loads, for example, if the train stops at stations where the batteries are charged for a short time or at stations where the batteries are not charged for a short time, it is more likely to run out of power. Another characteristic is that if the vehicle is driven frequently during the day, it is more likely to become overheated. Changing the assigned work means that a low-load work is preferentially assigned to a train set whose battery has deteriorated and it has become difficult to maintain vehicle performance or avoid malfunctions due to high-load work. To accurately assign this, the load of each work must be analyzed in advance, and the load condition review unit 77, which will be described later, organizes the maximum load conditions for each work and stores them in the recording device 80. Unlike revising the route's timetable, changing the assigned work does not affect passengers.

[0160] When the entire train fleet deteriorates and it becomes difficult to allocate them to high-load services, a revision of the schedule is necessary. The revisions include reducing the travel distance of service trains, extending the travel time between stations, and increasing the stop time at charging stations, and these revisions contribute to reducing the load. Since it is desirable to minimize vehicle operation when revising the schedule to reduce the load, specific conditions must be set in advance.

[0161] Operational review proposals are made in the order of changing the work assigned to the person in charge and revising the diagram. The contents of the operational review proposals are based on the predicted results of insufficient vehicle performance and the impact of malfunctions. For example, if there is an overtemperature, the current RMS can be lowered; if there is an overcharge voltage, the maximum charge current can be lowered and the maximum SOC can be lowered; if there is an overdischarge voltage, the maximum discharge current can be lowered and the minimum SOC can be raised.

[0162] Next, a control device 70 according to a second embodiment will be described with reference to FIG. FIG. 16 is a diagram illustrating an overview of a control device 70 according to the second embodiment. The control device 70 according to the second embodiment differs from the control device 70 according to the first embodiment described with reference to FIG. In the following description, the same or equivalent components as those in the control device 70 of the first embodiment are denoted by the same reference numerals, and the description thereof will be simplified or omitted.

[0163] <Load Condition Review Department> The load condition review unit 77 can calculate updated maximum load conditions based on the operation data of all trains, the maximum load conditions recorded in the recording device 80, and the revised operation plan calculated by the operation review proposal device 95.

[0164] Also, the first change proposal creating unit 73 can calculate the first change proposal based on the revised operation proposal. Similarly, the second change plan creating unit 74 can calculate a battery replacement prediction plan, a battery malfunction impact prediction, a second change plan, and a lifespan prediction based on the revised operation plan.

[0165] At this time, the operation control center 40 and the service vendor 50 not only give permission for the control change, but also reflect the work swaps and timetable changes proposed by the operation review proposal device 95 in the actual operation.

[0166] <Calculation process for proposed changes> Next, the calculation process of the proposed changes will be described with reference to FIG. FIG. 17 is a flowchart showing the process of calculating a proposed change. Moreover, steps S101 to S113 are the same as the calculation process of the modification plan in the first embodiment, and therefore the explanation will be omitted.

[0167] (Step S214) In step S214, the operation review proposal device 95 calculates a revised operation plan.

[0168] (Step S215) In step S215, first change plan creation unit 73 calculates vehicle performance based on the representative deterioration level and the revised operation plan, and determines whether the revised operation plan satisfies the vehicle performance. If the vehicle performance is satisfied, the process proceeds to step S108; if not, a message to that effect is transmitted to operation review proposal device 95, and the process proceeds to step S216.

[0169] (Step S216) In step S216, the operation review proposal device 95 determines whether the number of reviews of the revised operation plan is less than a threshold value. If it is less than the threshold value, the process returns to step S214, and if it is greater than or equal to the threshold value, the process proceeds to step S114.

[0170] <Control parameters related to deterioration progression> Next, the values ​​of the control parameters relating to the progress of deterioration will be described with reference to FIG. FIG. 18 is a diagram showing values ​​of control parameters related to the progress of deterioration. The horizontal axis represents the usage history (time) of the battery system, and as this increases, the battery deteriorates. The vertical axis represents the value of an arbitrary control parameter. In Fig. 18, as in Fig. 12, lines are used to indicate (1) the vendor-set upper limit, (2) the vehicle performance assurance line, (3) the defect avoidance line, (4) the minimum vehicle performance line, and (5) the change due to the usage history of the conventional (fixed value control). 12, the thick line in Fig. 18 indicates the transition of the value of the control parameter in the second embodiment of the present disclosure. During the period from the unused state until the operation change at T2, the control parameter value is limited by the first change plan. Then, after the (2) vehicle performance assurance line and the (3) malfunction avoidance line intersect due to the progress of deterioration at T2, the operation change is made, and the value is again reflected in the operation change, and it falls on the (6) vehicle performance assurance line. After that, (6) the vehicle performance assurance line intersects with (7) the malfunction avoidance line again, and then the vehicle is operated along (7) the malfunction avoidance line, and the battery replacement date is when it intersects with (8) the minimum vehicle performance line. Here, when (6) the vehicle performance assurance line intersects with (7) the malfunction avoidance line, another operational change may be made. This reduces the load on the battery, slowing down the rate of battery deterioration and suppressing the rate of change in control parameters after an operation change.

[0171] <Effects> Next, the effects will be described with reference to FIG. FIG. 19 is a diagram showing values ​​of vehicle performance indexes related to the progression of deterioration. The horizontal axis represents the usage history (time) of the battery system, and as time increases, the batteries in the system deteriorate. The vertical axis is the value of an arbitrary vehicle performance index. In Figure 19, as in Figure 17, lines are used to depict changes due to usage history for (2) the vehicle performance assurance line, (6) the vehicle performance assurance line, (8) the minimum vehicle performance line, and (5) the conventional (fixed value control). On the other hand, in this embodiment, once the control parameters intersect with the (3) problem avoidance line as shown in FIG. 13, the vehicle is operated along the (6) vehicle performance ensuring line, although the vehicle performance may be degraded. In Figure 18, after the (6) vehicle performance assurance line intersects with the (7) problem avoidance line, vehicle performance is limited to the (7) problem avoidance line, and when it intersects with the (8) minimum vehicle performance line, the battery must be replaced. As a result, vehicle 1C can be operated for a longer period of time than in the first embodiment by reviewing its operation without replacing the battery.

[0172] Although the 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. The present disclosure includes the following aspects.

[0173] (Aspect 1) A control server for a battery storage system, The control server a deterioration level calculation unit that calculates a deterioration level of a storage battery system of a specific vehicle from operation data of the specific vehicle; a load condition calculation unit that calculates the maximum load condition from operation data of a plurality of vehicles; a first modification plan creation unit that creates a first modification plan to expand a usable range of the storage battery system in accordance with a degree of deterioration of the storage battery system of the specific vehicle; a control server including a control device having a second modification plan creating unit that creates a second modification plan that limits the available range of the first modification plan based on the maximum load condition;

[0174] (Aspect 2) In the control server according to aspect 1, the control server includes an operation review proposal device; The operation proposal device proposes a change in the operation of a specific vehicle or a change in a timetable after the second change proposal creation unit creates the second change proposal. A control server comprising:

[0175] (Aspect 3) In the control server according to aspect 1 or 2, the deterioration level calculated by the deterioration level calculation unit is a representative deterioration level that is an average value or a minimum value of deterioration levels for each replacement unit of the storage battery system, the maximum load condition calculated by the load condition calculation unit is a condition that combines at least two of a battery SOC, a battery current, a battery temperature, a maximum air temperature, and an effective current value in the operation data of a plurality of vehicles, the first modification plan creation unit creates a first modification plan that expands a usable charging range so as to satisfy a usable energy amount required for the specific vehicle, and expands an upper and lower limit closed circuit voltage or a maximum current range so as to satisfy power running and regeneration performance; The second modification plan creation unit creates a second modification plan that suppresses a change in the state of charge so that the storage batteries for each replacement unit in the storage battery system do not exceed a usable range of the batteries under the maximum load condition. A control server comprising:

[0176] (Aspect 4) In any one of the control devices according to the first to third aspects, The deterioration degree calculated by the deterioration degree calculation unit includes either a capacitance deterioration degree or a resistance deterioration degree, The second modification plan creation unit limiting the maximum current range based on the variation in the degree of deterioration for each replacement unit of the storage battery system; A control server comprising:

[0177] (Aspect 5) a control server for the battery storage system; In a storage battery control system in which multiple vehicles equipped with storage battery systems are connected via a network, The plurality of vehicles transmit their respective operation data to the control server; The control server a deterioration level calculation unit that calculates a deterioration level of the battery system for each specific vehicle based on the operation data received from the plurality of vehicles; a load condition calculation unit that calculates the maximum load condition from operation data of a plurality of vehicles; a first modification plan creation unit that creates a first modification plan to expand the usable range of the storage battery system based on the degree of deterioration; a second modification plan creating unit that creates a second modification plan that limits an available range of the first modification plan based on the maximum load condition; a change command device that transmits the first change proposal and the second change proposal to each of the specific vehicles; A battery control system characterized by:

[0178] (Aspect 6) In the battery control system according to aspect 5, The plurality of vehicles each include a deterioration level calculation unit that calculates a deterioration level of the battery system for each vehicle based on operation data, the plurality of vehicles transmit the calculated deterioration levels to the control server; The control server A first modification plan is created to extend the usable range of the battery storage system based on the deterioration level received from each vehicle. A battery control system characterized by:

[0179] (Aspect 7) A vehicle equipped with a storage battery, The vehicle includes a deterioration level calculation unit that calculates a deterioration level of the battery system of each vehicle based on operation data; and a data transmission / reception device that transmits the deterioration level to a control server and receives from the control server a first modification plan for expanding the usable range of the battery storage system based on the deterioration level and a second modification plan that creates a second modification plan for limiting the usable range in consideration of maximum load conditions based on operation data of a plurality of vehicles. A vehicle characterized by:

[0180] (Aspect 8) 8. The vehicle of claim 7, The vehicle includes a load condition calculation unit that calculates a maximum load condition from operation data of a plurality of vehicles; a first modification plan creation unit that creates a first modification plan to expand the usable range of the storage battery system in accordance with a degree of deterioration of the storage battery system of a specific vehicle; a second modification plan creating unit that creates a second modification plan that limits the usable range of the first modification plan based on the maximum load condition. A vehicle characterized by:

[0181] (Aspect 9) A control method for a storage battery system in a control server according to any one of aspects 1 to 4, a deterioration level calculation unit calculates a deterioration level of the storage battery system of the specific vehicle from the operation data of the specific vehicle; The load condition calculation unit calculates the maximum load condition from the operation data of multiple vehicles, a first modification plan creation unit creates a first modification plan that expands the usable range of the storage battery system according to a degree of deterioration of the storage battery system; a second modification plan creating unit creating a second modification plan that limits an available range of the first modification plan based on the maximum load condition; A control method for a control server comprising:

[0182] (Aspect 10) In the control method of the control server of aspect 9, A second change proposal creation unit proposes a change in the operation of a specific vehicle or a change in the timetable after correcting the second change proposal. A control method for a control server comprising: [Explanation of symbols]

[0183] 1A, 1B, 1C cars 2 Pantograph 3 Engine 4. Generator 5 Converter 6. Inverter for electric motors 7 Electric motor 8 Reducer 9 wheel axle 10. Auxiliary inverter 11 Auxiliary machinery 12 Driver's cab 13 Vehicle control device 14 overhead lines 20 Battery Storage System 21 Battery box 22 series battery groups 23 Battery replacement unit 30 Data transmission / reception device 40 Operation Control Center 50 Service Vendors 60 Control Server 70 Control device 71 Deterioration degree calculation section 72 Load condition detection section 73 First Change Drafting Section 74 Second Change Proposal Section 75 Life Prediction Section 76 Battery Replacement Planning Department 77 Load Condition Review Section 80 Recording Device 90 Change command device 95 Operation Review Proposal Device 211 Battery Module 212 Battery box control board 213 Box Voltmeter 214 group ammeter 2111 Battery Cell 2112 Cell controller board

Claims

1. A control server including a control device for a storage battery system, The control device a deterioration level calculation unit that calculates a deterioration level of a storage battery system of a specific vehicle from operation data of the specific vehicle; a load condition calculation unit that calculates the maximum load condition from operation data of a plurality of vehicles; a first modification plan creation unit that creates a first modification plan to expand a usable range of the storage battery system in accordance with a degree of deterioration of the storage battery system of the specific vehicle; a second modification plan creation unit that creates a second modification plan that limits the usable range of the first modification plan based on the maximum load condition; A control server comprising:

2. 2. The control server according to claim 1, the control server includes an operation review proposal device; The operation review proposal device proposes a change in the operation of a specific vehicle or a change in a timetable after the second change proposal creation unit creates the second change proposal. A control server comprising:

3. 3. The control server according to claim 1, the deterioration level calculated by the deterioration level calculation unit is a representative deterioration level that is an average value or a minimum value of deterioration levels for each replacement unit of the storage battery system, the maximum load condition calculated by the load condition calculation unit is a condition that combines at least two of a battery SOC, a battery current, a battery temperature, a maximum air temperature, and an effective current value in the operation data of a plurality of vehicles, the first modification plan creation unit creates a first modification plan that expands a usable charging range so as to satisfy a usable energy amount required for the specific vehicle, and expands an upper / lower limit closed circuit voltage or a maximum current range so as to satisfy power running / regeneration performance; The second modification plan creation unit creates a second modification plan that suppresses a change in the charging rate so that the storage batteries for each replacement unit in the storage battery system do not exceed a usable range of the batteries under the maximum load condition. A control server comprising:

4. 4. The control server according to claim 3, The deterioration degree calculated by the deterioration degree calculation unit includes either a capacitance deterioration degree or a resistance deterioration degree, The second modification plan creation unit limiting the maximum current range based on the variation in the degree of deterioration for each replacement unit of the storage battery system; A control server comprising:

5. a control server for the battery storage system; In a storage battery control system in which multiple vehicles equipped with storage battery systems are connected via a network, The plurality of vehicles transmit their respective operation data to the control server; The control server a deterioration level calculation unit that calculates a deterioration level of the battery system for each specific vehicle based on the operation data received from the plurality of vehicles; a load condition calculation unit that calculates the maximum load condition from operation data of a plurality of vehicles; a first modification plan creation unit that creates a first modification plan to expand an available range of the storage battery system based on the degree of deterioration; a second modification plan creating unit that creates a second modification plan that limits an available range of the first modification plan based on the maximum load condition; a change command device that transmits the first change proposal and the second change proposal to each of the specific vehicles; A battery control system characterized by:

6. 6. The battery control system according to claim 5, The plurality of vehicles each include a deterioration level calculation unit that calculates a deterioration level of the battery system for each vehicle based on operation data, the plurality of vehicles transmit the calculated deterioration levels to the control server; The control server creates a first modification plan to extend the usable range of the battery storage system based on the degree of deterioration received from each vehicle. A battery control system characterized by:

7. A vehicle equipped with a storage battery, The vehicle includes a deterioration level calculation unit that calculates a deterioration level of the battery system of each vehicle based on operation data; and a data transmission / reception device that transmits the deterioration level to a control server and receives from the control server a first modification plan for expanding the usable range of the battery storage system based on the deterioration level and a second modification plan that creates a second modification plan for limiting the usable range in consideration of a maximum load condition based on operation data of a plurality of vehicles. A vehicle characterized by:

8. 8. The vehicle according to claim 7, The vehicle includes a load condition calculation unit that calculates a maximum load condition from operation data of a plurality of vehicles; a first modification plan creation unit that creates a first modification plan to expand the usable range of the storage battery system in accordance with a degree of deterioration of the storage battery system of a specific vehicle; a second modification plan creation unit that creates a second modification plan that limits the usable range of the first modification plan based on the maximum load condition; A vehicle characterized by:

9. A control method for a storage battery system in the control server according to claim 1 or 2, a deterioration level calculation unit calculates a deterioration level of the storage battery system of the specific vehicle from the operation data of the specific vehicle; The load condition calculation unit calculates the maximum load condition from the operation data of multiple vehicles, a first modification plan creation unit creating a first modification plan that expands a usable range of the storage battery system according to a degree of deterioration of the storage battery system; a second modification plan creating unit that creates a second modification plan that limits the usable range of the first modification plan based on the maximum load condition; A control method for a control server comprising:

10. 10. The control server control method according to claim 9, A second change proposal creation unit proposes a change in the operation of a specific vehicle or a change in the timetable after correcting the second change proposal. A control method for a control server comprising:

Images