Battery storage system, railway vehicle, data server, and method for controlling battery storage system

Abstract

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

Description

[Technical Field]

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

[0002] For batteries such as lithium-ion batteries used in railway vehicle battery systems, it is necessary to limit the charge / discharge current so that the battery does not deviate from its usable temperature range (e.g., -30 to 60°C) for safety reasons and to prevent deterioration.

[0003] Due to the charge / discharge current limit, there is a risk that the train will run out of power while in an overhead line section because it is unable to store enough electricity to travel to the next overhead line section, or that the battery will not be able to absorb all the regenerative power generated when decelerating, resulting in a deterioration in electricity efficiency.

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

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

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

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

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

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

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

[0011] [Figure 1] 1 is a system configuration diagram showing a storage battery system according to an embodiment of the present invention; [Figure 2] 4A and 4B are diagrams illustrating the operation of a battery temperature and charging rate prediction unit, an over-temperature determination unit, and a power shortage determination unit according to the present embodiment. [Figure 3] FIG. 4 is a diagram showing a method for varying an upper limit charging current value according to the present embodiment. [Figure 4] FIG. 4 is a diagram showing a processing flow of a method for varying an upper limit charging current value according to the present embodiment. [Figure 5] FIG. 10 is a diagram showing an example of a case where the upper limit charging current value of the present embodiment is varied for each station and reflected in a train operation plan and a battery charge / discharge control plan. [Figure 6] 10 is a diagram showing an example of a case where the upper limit charging current value of the present embodiment is varied for each station and for each interval between stations and is reflected in a train operation plan and a battery charge / discharge control plan. FIG. DETAILED DESCRIPTION OF THE INVENTION

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

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

[0014] The data server 30 includes an operation information and battery information storage unit 31 that stores operation information and battery information provided in the railway vehicle 20, a weather information acquisition unit 32 that acquires weather information on train operation days, a battery temperature and charging rate prediction unit 33 that predicts the battery temperature and charging rate on train operation days from the data of the operation information and battery information storage unit 31 and the weather information of the weather information acquisition unit 32, an over-temperature determination unit 34 that determines whether the battery temperature predicted by the battery temperature and charging rate prediction unit 33 is within a usable temperature range for the battery, a low battery determination unit 35 that determines whether the charging rate predicted by the battery temperature and charging rate prediction unit 33 is a charging rate that allows the train to run, and a battery temperature determination unit 35 that determines whether the battery temperature is within a usable temperature range for the battery and the charging rate is a charging rate that allows the train to run. It is determined that The charging current limit determining unit 36 ​​outputs an upper limit charging current value.

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

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

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

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

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

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

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

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

[0023] The weather information acquisition unit 32 can acquire weather information for train operation days. The weather information acquired includes outside temperature. Other information that may be acquired include humidity, cloud cover, rainfall, date and time, amount of solar radiation, date, amount of snowfall, wind speed, atmospheric pressure, and sea level.

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

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

[0026] The battery shortage determination unit 35 can determine whether the charge rate predicted by the battery temperature and charge rate prediction unit 33 is a charge rate that allows the vehicle to be driven.

[0027] The upper limit charging current value determining unit 36 ​​determines whether the battery temperature is within the usable temperature range of the battery by the over-temperature determining unit 34 and the power shortage determining unit 35, and whether the charging rate is a charging rate that allows the vehicle to run. It is determined that An upper limit charging current value can be output.

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

[0029] FIG. 2 illustrates the operation of the battery temperature and charging rate prediction unit, overtemperature determination unit, and low-power determination unit of this embodiment. The operation information and battery information storage unit (see FIG. 1 ) and the temperature forecast information of the weather information acquired from the weather information acquisition unit are input to a battery model that calculates the time series of battery temperature and charging rate. The calculated time series of battery temperature and charging rate are then input to an overtemperature determination unit that determines whether the calculated time series of battery temperature and charging rate are within the usable temperature range of the battery and a low-power determination unit that determines whether the charging rate is within the usable temperature range of the battery. If the overtemperature determination unit and the low-power determination unit determine that the charging rate is outside the usable temperature range of the battery or is at a level that may cause a low-power condition, the upper limit charging current value of the battery charge / discharge control plan in the operation information input to the battery model is varied and input to the battery model that calculates the time series of battery temperature and charging rate. The upper limit charging current value is repeatedly varied, and an upper limit charging current value is output that indicates that the battery temperature is within the usable temperature range of the battery and that the charging rate is within the usable temperature range of the battery.

[0030] FIG. 3 is a diagram showing a method for varying the upper limit charging current value in this embodiment. Varying the upper limit charging current value also varies the battery temperature and charging rate. The upper limit charging current value variable range is the diagonally shaded area where the battery temperature is below the upper limit temperature, which is the threshold for outside the battery usable temperature range, and the charging rate exceeds the lower limit charging rate, which is the charging rate threshold for driving. The upper limit charging current value is set to a value within the above upper limit charging current value variable range that does not cause the battery temperature to exceed the battery usable temperature range. If no solution is found within the upper limit charging current value variable range, an upper limit charging current value that satisfies the condition of being below the upper limit temperature is set, and the charging time required to reach the lower limit charging rate is output.

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

[0032] 4 is a diagram showing the processing flow of the method for varying the upper limit charging current value according to this embodiment. The processing steps will be explained below.

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

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

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

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

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

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

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

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

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

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

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

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

[0045] FIG. 5 shows an example of a case where the upper limit charging current value of this embodiment is varied for each station (each electrified section) and reflected in the train operation plan and the battery charge / discharge control plan. The electrified sections are sections where charging is possible from overhead lines. Because electrified sections A and D have a short charging time, the upper limit charging current value is not varied. Because electrified sections B and C have a long charging time, the upper limit charging current value is varied and reflected in the train operation plan and the battery charge / discharge control plan. The battery temperature transition in the reflected train operation plan and battery charge / discharge control plan is such that the upper limit charging current value is suppressed in electrified sections B and C, suppressing battery heat generation and keeping the battery temperature within the battery usable temperature range. Because electrified sections B and C have a long charging time, even when the upper limit charging current value is suppressed, the charging rate in the reflected train operation plan and battery charge / discharge control plan is the same as when the upper limit charging current value is not suppressed. In this example, the upper limit charging current value is the same for electrified sections B and C, but the upper limit charging current value may be varied for each electrified section.

[0046] Figure 6 shows an example of how the upper limit charging current value can be varied for each station (for each electrified section) and between stations (for each non-electrified section) and reflected in the train operation plan and battery charge / discharge control plan. Because electrified section A and electrified section D have a short charging time, the upper limit charging current value is not varied. Because electrified section B and electrified section C have a long charging time, the upper limit charging current value is varied and reflected in the train operation plan and battery charge / discharge control plan. If varying the upper limit charging current value for the electrified section does not satisfy the conditions that the battery temperature is within the usable temperature range and the charging rate is sufficient for running, the upper limit charging current value for each non-electrified section is varied and reflected in the train operation plan and battery charge / discharge control plan.

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

[0048] In Fig. 5 and Fig. 6, for ease of understanding, the change in the charging rate in the non-electrified section is shown linearly.

[0049] According to this embodiment, by setting the battery temperature within the battery usable temperature range and the upper limit charging current value at a charging rate that allows driving, the impact on operation, such as running out of power or worsening power efficiency due to charging / discharging current limitations, can be minimized.

[0050] In addition, by outputting the upper limit charging current value before the start of operation, if the operation plan has been decided, the current control plan can be changed just before operation, minimizing the impact on operation such as power shortages and deterioration of power costs.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Claims

1. A railway vehicle battery system, a battery temperature and charging rate prediction unit that predicts time-series changes in battery temperature and charging rate based on operation information, storage battery information, and weather information; an over-temperature determination unit that determines whether the battery temperature predicted by the battery temperature and charging rate prediction unit is within a usable temperature range; a battery shortage determination unit that determines whether the battery temperature and charging rate prediction unit predicts a charging rate that allows the vehicle to run; an upper limit charging current value determination unit that outputs an upper limit charging current value when the over-temperature determination unit determines that the battery temperature is within a usable battery temperature range and when the power shortage determination unit determines that the charging rate is a charging rate that allows the vehicle to travel; Equipped with The upper limit charging current value determination unit outputs the upper limit charging current value before the start of operation of the battery storage system.

2. A storage battery system according to claim 1, The upper limit charging current value determination unit is a battery storage system that suppresses the upper limit charging current value at a station or an electrified section where charging is possible when the predicted battery temperature deviates from the battery usable temperature range.

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

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

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

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

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

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

9. The battery system according to claim 1, A railway vehicle and a data server are provided, The railway vehicle comprises: A storage battery and a battery control device that controls the battery; a battery information recording unit that records the battery information output from the battery control device; an operation information recording unit that records the operation information; a data acquisition device that acquires the storage battery information from the storage battery information recording unit and the operation information from the operation information recording unit; a communication device connected to the data acquisition device and configured to transmit and receive data to and from the data server; Equipped with The data server an operation information and storage battery information storage unit that stores the operation information and the storage battery information; a weather information acquisition unit that acquires the weather information; the battery temperature and charging rate prediction unit predicts time-series changes in the battery temperature and the charging rate based on the operation information and the storage battery information of the operation information and storage battery information accumulation unit and the weather information of the weather information acquisition unit; the over-temperature determination unit determining whether the battery temperature predicted by the battery temperature and charging rate prediction unit is within a usable temperature range; the battery shortage determination unit determines whether the battery temperature and charging rate prediction unit predicts a charging rate that allows the vehicle to run; an upper limit charging current value determination unit that outputs the upper limit charging current value when the over-temperature determination unit determines that the battery temperature is within a usable temperature range and when the power shortage determination unit determines that the charging rate is sufficient to allow the vehicle to travel; Equipped with The upper limit charging current value determination unit outputs the upper limit charging current value before the start of operation of the battery storage system.

10. A railway vehicle, A storage battery and a battery control device that controls the battery; a battery information recording unit that records battery information output from the battery control device; an operation information recording unit that records operation information; a data acquisition device that acquires the storage battery information from the storage battery information recording unit and the operation information from the operation information recording unit; a communication device connected to the data acquisition device and configured to transmit and receive data to and from a data server; Equipped with Before operation begins, the data server predicts time-series changes in battery temperature and charging rate from the operation information, the storage battery information, and weather information, determines whether the predicted battery temperature is within a usable temperature range for the battery, determines whether the predicted charging rate is a charging rate that allows the vehicle to run, outputs an upper limit charging current value at which it is determined that the battery temperature is within a usable temperature range for the battery and that the charging rate is a charging rate that allows the vehicle to run, and changes control based on the output upper limit charging current value.

11. A data server for a railway vehicle battery storage system, an operation information and storage battery information storage unit that stores operation information and storage battery information; a weather information acquisition unit for acquiring weather information; a battery temperature and charging rate prediction unit that predicts time-series changes in battery temperature and charging rate based on the operation information and the storage battery information of the operation information and storage battery information accumulation unit and the weather information of the weather information acquisition unit; an over-temperature determination unit that determines whether the battery temperature predicted by the battery temperature and charging rate prediction unit is within a usable temperature range; a battery shortage determination unit that determines whether the battery temperature and charging rate prediction unit predicts a charging rate that allows the vehicle to run; an upper limit charging current value determination unit that outputs an upper limit charging current value when the over-temperature determination unit determines that the battery temperature is within a usable battery temperature range and when the power shortage determination unit determines that the charging rate is a charging rate that allows the vehicle to travel; Equipped with The upper limit charging current value determining unit is a data server that outputs the upper limit charging current value before the start of operation.

12. A control method for a railway vehicle battery system, comprising: A control method for a storage battery system that predicts the time series change in battery temperature from operation information, storage battery information, and weather information before the start of operation, and if the predicted battery temperature deviates from the usable temperature range of the battery, outputs an upper limit charging current value such that the battery temperature is within the usable temperature range of the battery and the charging rate is such that the vehicle can be driven.

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