Train control device and train control method

Abstract

To generate power at appropriate timing by enhancing predictability of operator's operation on the basis of a trend and actual conditions of train operation.SOLUTION: A train control device according to the present invention includes: a travel method database for storing train travel methods until arrival at each next station in a referenceable form, according to a starting position, a starting speed and remaining travel time; a train information acquisition part for acquiring a position, speed and remaining travel time of a travelling train; a travel method acquisition part for acquiring a travel method table for control until a next station from corresponding travel method storage data by referring to the travel method database, according to the position, the speed and the remaining travel time; and a train control part for controlling a power generating system of the train on the basis of the acquired controlled travel method table. Further, the train control device may include: a travel method table information creation part for creating travel method table information; and a travel method table storage part for outputting, to the travel method database, travel method storage data for update obtained by adding the travel method table.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a train control device and a train control method. [Background technology]

[0002] Series hybrid railway vehicles, which are powered by generators and storage batteries, can absorb and utilize regenerative power during deceleration by installing storage batteries, thereby reducing power generation time and fuel consumption.In addition, by assuming that the running power during acceleration is assisted by the discharged power of the storage batteries, the power generation system can be made smaller and the vehicle weight can be reduced. In series hybrid railway vehicles, which are designed to use battery discharge power for assistance, it is important to charge and discharge the battery to maintain an appropriate charge level according to the running conditions. If this is not done, the battery's energy will be used up just before acceleration, preventing acceleration assistance from the battery and resulting in reduced acceleration performance, delays, and increased fuel consumption due to longer acceleration times. Also, if the battery becomes fully charged just before deceleration, the amount of regenerative power that can be absorbed during deceleration will be limited, preventing effective use of regenerative power. To solve this problem, Patent Document 1 discloses a technique for controlling the timing of power generation depending on the driving conditions. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 5909209 Summary of the Invention [Problem to be solved by the invention]

[0004] The technology in Patent Document 1 prevents a lack of assist power during acceleration and a limitation on regenerative power during deceleration by generating power based on a pre-calculated driving method. However, not all drivers necessarily operate the vehicle according to a predetermined driving method. In addition, there are also cases where the driver's operation deviates from the pre-calculated driving method while the vehicle is traveling. In such a situation, power cannot be generated at the appropriate time, which may result in a lack of assist power during acceleration or a limitation on regenerative power during deceleration. The objective of the present invention is to improve the predictability of driver operations based on the trends and actual conditions of train operation, and to generate power at appropriate timing. [Means for solving the problem]

[0005] In order to solve the above problems, one representative train control device of the present invention has a running method database that stores the running method of the train until arrival at the next station in a form that can be referenced by starting position, starting speed, and remaining running time; a train information acquisition unit that acquires the position, speed, and remaining running time of the train while it is running; a running method acquisition unit that acquires a control running method table until arrival at the next station from the corresponding running method stored data by referencing the running method database by position, speed, and remaining running time; and a train control unit that controls the train's power generation system based on the acquired control running method table. [Effects of the Invention]

[0006] According to the present invention, it is possible to improve the predictability of driver operations based on the trends and actual conditions of train operation, and to control charging and discharging at appropriate times. This makes it possible to maintain the charge level of the storage battery at an appropriate value, which in turn makes it possible to reduce fuel consumption. [Brief explanation of the drawings]

[0007] [Figure 1] 1 is an example of the configuration of a train control device according to a first embodiment of the present invention. [Figure 2] 10 is an example of processing performed by a driving method table information creating unit 101 in the first embodiment of the present invention. [Figure 3] 2 is an example of an actual travel method according to the first embodiment of the present invention. [Figure 4] 10 is an example of processing of the driving method table storage unit 102 in the first embodiment of the present invention. [Figure 5] 1 is an example of stored driving method data extracted from a driving method database in the first embodiment of the present invention. [Figure 6] 10 is an example of a process of the driving method acquisition unit 105 in the first embodiment of the present invention. [Figure 7] 10 is an example of a process of the train control unit 106 in the first embodiment of the present invention. [Figure 8] 3 is an example of a power generation schedule in the first embodiment of the present invention. [Figure 9] 10 is a diagram illustrating an example of the configuration of a train control device according to a second embodiment of the present invention. [Figure 10] 10 is an example of processing of a driving method acquisition unit 1005 in the second embodiment of the present invention. [Figure 11] 10 is an example of a process of the train control unit 1006 in the second embodiment of the present invention. [Figure 12] 10 is an example of an energy management control method according to a second embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0008] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. [Example]

[0009] Example 1 [Train control device configuration] The configuration of a train control device will be described with reference to Fig. 1. Fig. 1 shows an example of the configuration of a train control device in a first embodiment of the present invention. The train control device 100 includes a running method table information creation unit 101, a running method table storage unit 102, a running method database 103, a train information acquisition unit 104, a running method acquisition unit 105, and a train control unit 106.

[0010] The running method table information creation unit 101 creates running method table information 111 from running performance data (hereinafter, also referred to as "run curve" or "run curve data") when the vehicle actually runs, and outputs the information to the running method table storage unit 102. The running method table information 111 is composed of an arbitrary position (hereinafter, referred to as "starting point position") and speed (hereinafter, referred to as "starting point speed"), a running time (hereinafter, referred to as "remaining running time") until arrival at the next station when running from the starting point position and starting point speed according to the running performance data, and a running method table created using the starting point position and starting point speed as a starting point. The starting point position and starting point speed are set for each predetermined distance interval and speed interval based on the running performance data. The running method of the train is mainly expressed by the driving operation procedure and energy consumption from the starting point position and starting point speed to the next stop. Details of the processing by the running method table information creation unit 101 will be described later.

[0011] The driving method table storage unit 102 accesses the driving method database 103, which will be described later, using the starting point position, starting point speed, and remaining driving time included in the driving method table information 111 as driving method stored data search conditions 122, and acquires driving method stored data 123, which is made up of all driving method tables that meet the driving method stored data search conditions 122 and the search priorities of each driving method table. After adding new driving method tables included in the driving method table information 111 to the acquired driving method stored data 123, the unit recalculates the priorities within the driving method stored data 123 and updates the driving method stored data 123. The updated driving method stored data 123 is output to the driving method database 103 as updated driving method stored data 112. Details of the processing by the driving method table storage unit 102 will be described later.

[0012] Based on the driving method stored data search conditions 122 output from the driving method table storage unit 102, the driving method database 103 searches for driving method stored data 123 for the relevant starting point position, starting point speed, and remaining traveling time, and outputs the search results to the driving method table storage unit 102. The driving method database 103 also receives the updated driving method stored data 112 output from the driving method table storage unit 102, and stores the updated driving method stored data 112 in the driving method database 103, replacing the existing driving method stored data 123 for the relevant starting point position, starting point speed, and remaining traveling time. The driving method database 103 also searches for driving method stored data 123 including the relevant starting point position, starting point speed, and remaining traveling time, based on the position, speed, and remaining traveling time included in the control driving method search conditions 115 output from the driving method acquisition unit 105, and outputs the search results to the driving method acquisition unit 105.

[0013] The train information acquisition unit 104 outputs the position, speed, remaining running time to the next station, and operation operation notch acquired in real time by the train to be controlled to the running method acquisition unit 105 as train information 114. There are several possible methods for acquiring the remaining running time to the next station. For example, one possible method is to acquire the estimated arrival time specified in the timetable from a timetable database installed in an operation management device or on board the train, and calculate the difference from the current time to acquire the remaining running time. Another possible method is to acquire the running time between target stations from a database of running time between target stations installed on board the train, and calculate the difference from the time since the train started running between stations. Furthermore, if it is difficult to link with an operation management device or to regularly update the timetable database and the target station-to-station running time database, a method can be considered in which a histogram is created using the remaining running time of the running method storage data 123 stored in the running method database 103, whose starting point position matches the departure station position between the stations in question, and the most frequently occurring remaining running time is obtained as the target station-to-station running time between the stations in question, and the difference from the time since the start of running between the stations is calculated and obtained.

[0014] When a discrepancy occurs between the control running method table 113 and the actual running method, the running method acquisition unit 105 determines that it is necessary to re-acquire the running method, and outputs the position, speed, remaining running time, and driving operation notch included in the train information 114 output from the train information acquisition unit 104 to the running method database 103 as control running method search conditions 115. A running method table with a high priority is extracted from the running method storage data 123 output based on the control running method search conditions 115, and output to the train control unit 106 as the control running method table 113. Details of the running method acquisition unit 105 will be described later.

[0015] The train control unit 106 calculates a predicted value of the battery charge amount when traveling based on the control running method table 113, determines a power generation schedule based on the predicted value to prevent power shortage during power running and full charging just before regeneration, and controls the power generation system installed on the train based on the power generation schedule. Details of the train control unit 106 will be described later.

[0016] [Details of the driving method table information creation unit 101] The details of the driving method table information creating unit 101 will be described with reference to Fig. 2. Fig. 2 shows an example of processing by the driving method table information creating unit 101 in the first embodiment of the present invention. In step 250, the position division interval ω, the speed range to be searched, and the speed division interval γ are set when searching for driving record data to create the driving method table. The speed range may be set based on the maximum speed on the line. The position division interval ω and the speed division interval γ can be determined arbitrarily, but if the division intervals are too coarse, the number of types of run curves that pass through a single position and speed will increase, which may make it difficult to distinguish between run curves that require significantly different driving operation methods until the next stop. Therefore, it is desirable to set the division intervals as finely as possible. On the other hand, if the division intervals are set too finely, the size of the driving method database 103 will increase, so it is desirable to set them as finely as possible while taking into account implementation constraints.

[0017] Step 200 is a loop process, and the subsequent processes are repeated for the number of corresponding inter-station intervals. In step 201, one running performance data (run curve data) consisting of time series data of the position, speed, driving operation notch, braking / driving system power consumption, and auxiliary equipment power consumption when the vehicle actually traveled between the stations being referenced in the loop processing of step 200 is acquired. Step 202 is a loop process. In the loop process of step 200, the range from the departure station position to the arrival station position between the stations being referenced is divided into position division intervals ω, and the subsequent processes are repeated the same number of times as the number of divided ranges. Step 203 is a loop process in which the speed range to be searched is divided into speed division intervals γ, and the subsequent processes are repeated the same number of times as the number of divided ranges.

[0018] In step 204a, the driving performance data acquired in step 201 is searched for at the position being referenced in the loop processing of step 202, and the speed at that position is extracted. In step 204b, the speed extracted in step 204a is compared with the speed being referenced in the loop processing of step 203, and if they match, the process proceeds to step 205, and if they do not match, the process proceeds to the next loop of step 203. When determining whether the speeds match, they do not necessarily have to match perfectly, and it may be determined that the speeds match if they are within a predetermined speed difference.

[0019] In step 205, the time required to arrive at the next station from the position searched for in step 204a is calculated from the running performance data acquired in step 201, and the remaining running time is calculated. In step 206, a driving method table is created based on the driving performance data acquired in step 201, using the position being referenced in the loop processing of step 202 as the starting position and the speed being referenced in the loop processing of step 203 as the starting speed. Details of creating the driving method table will be described later. In step 207, the driving method table created in step 206, the starting point position and starting point speed at the time of creating the driving method table, and the remaining driving time calculated in step 205 are output to the driving method table storage unit 102 as driving method table information 111.

[0020] The details of creating the running method table in step 206 will be explained. The running method table is composed of a driving operation notch, a starting speed which is the speed at which the driving operation is started, and a duration which is the time until the driving operation notch switches to the next driving operation notch. When creating the running method table, the running record data is searched from the starting point position and starting point speed in the direction of the next stop station, and each time the driving operation notch switches, the driving operation notch, starting speed, and duration are calculated and added to the running method table.

[0021] A specific example of creating a running method table will be described with reference to FIG. 3. FIG. 3 is an example of actual running data (run curve) in the first embodiment of the present invention. 301 illustrates an example of time-series data of position, speed, and driving operation notch included in the running history data. In the running history data illustrated in 301, after departure from the departure station, the train powered using the P5 notch for 30 seconds, cruised at a constant speed for 40 seconds, powered again using the P5 notch for 10 seconds, coasted for 40 seconds, and finally decelerated at the B4 notch for 40 seconds. 302 in FIG. 3 is an example of a running method table created based on the running history data illustrated in 301, with a position of 0.2 km and a speed of 50 km / h as the starting position and starting speed. In the running history data illustrated in 301, the starting position and starting speed are the timing when the driving operation notch switched from powering to constant speed, so the driving operation notch in the first row is set to C, which indicates constant speed running. The starting speed is 50 km / h, which is the starting point speed, and the duration is 40 seconds because it takes 40 seconds until the next operation change. In the running history data shown in 301, after the constant speed running starting from the starting point position and starting point speed, the train switches to the P5 notch, so P5 is entered as the operation operation notch in the second row. The speed at the start of powering at the P5 notch is 50 km / h, so 50 km / h is entered as the starting speed. The P5 notch continues for 10 seconds, so the duration is 10 seconds. From then on, by repeating the same calculation process according to the running history data until the train arrives at the next station, a running method table is created with each starting point position and starting point speed as the starting point. In all cases, the starting speed of the operation operation notch in the first row is also the starting point speed.

[0022] The processing of the running method table information creation unit 101 described in this embodiment is based on the premise that the processing is performed when one journey from the starting station to the destination station is completed. However, the timing is not limited to the end of one journey, and the processing may be performed, for example, when travel between stations is completed. In this case, the loop processing 200 that is repeated for the number of intervals between stations is not necessary. Also, it is possible to repeat one journey multiple times and perform the processing when returning to a vehicle depot, etc. In this case, since one run curve between stations is generated for each journey, it is desirable to add a loop processing that is repeated for the number of journeys that have been traveled.

[0023] [Details of the driving method table storage unit 102] Details of the driving method table storage unit 102 will be described with reference to Fig. 4. Fig. 4 shows an example of processing by the driving method table storage unit 102 in the first embodiment of the present invention. In step 401, the starting point position, starting point speed, and remaining travel time contained in the acquired driving method table information 111 are output to the driving method database 103 as driving method stored data search conditions 122, and driving method stored data 123 for the corresponding starting point position, starting point speed, and remaining travel time is acquired from the driving method database 103. FIG. 5 shows an example of driving method stored data 123 extracted from the driving method database in Example 1 of the present invention. The driving method stored data 123 is a collection of driving method tables corresponding to the starting point position, starting point speed, and remaining travel time that have been accumulated up to this point, and its data structure is such that IDs and priorities are added to the driving method tables. The IDs are set in the order in which they were added to the driving method stored data 123, and the priorities are set in step 402. According to the example of driving method table information 111 in Figure 3, the starting position of 0.2 km, the starting speed of 50 km / h, and the remaining driving time of 130 seconds (the sum of the durations of each driving operation notch) are used as driving method storage data search conditions 122, and Figure 5 lists part of the corresponding driving method storage data 123.

[0024] In step 402, a new driving method table included in the driving method table information 111 is added to the driving method storage data. The ID of the added driving method table is then set to a value one greater than the maximum ID value in the driving method storage data 123. Furthermore, in the new driving method storage data to which the driving method table has been added, the priority is recalculated based on the following two perspectives, although this is not limited to these. For all driving method tables included in the new driving method storage data, the ID of the driving method table whose driving operation notch switching order matches the most frequently occurring driving operation notch switching order is set to a high priority. For example, if the new driving method storage data contains the most common driving method table that switches operations in the order of constant speed C → powering P5 → coasting N → deceleration B4 (see ID2 and ID3 in Figure 5), the ID of the driving method table that switches driving operation notches in the same order is set to a high priority. - The mode of duration for each driving operation notch in each driving operation table in the new driving operation storage data and the ID of the driving operation table whose duration for each driving operation notch is closest to it are set to a higher priority. For example, if the results of aggregating the duration for each driving operation notch in each driving operation table in the new driving operation storage data are constant speed (mode 40 seconds), powering P5 (mode 10 seconds), coasting (mode 40 seconds), and deceleration B4 (mode 40 seconds), the ID of the driving operation table whose constant speed is closest to 40 seconds, powering P5 is closest to 10 seconds, coasting is closest to 40 seconds, and deceleration B4 is closest to 40 seconds are set to a higher priority. Between the two priority setting methods, it is desirable to give priority to the method relating to the order of switching of the driving operation notches. When there are multiple driving method tables with the same content, such as the driving method tables ID2 and ID3 in Figure 5, the method of setting the priority between the driving method tables can be arbitrary and is not particularly limited. This allows the priority of the ID of the driving method table that reflects the driving method that is close to the operating tendencies of many drivers to be increased.

[0025] In step 403, the new driving method storage data created in step 402 is output to the driving method database 103 as updated driving method storage data 112. The process of the driving method table storage unit 102 is performed at the timing when the driving method table information 111 is acquired from the driving method table information creation unit 101.

[0026] [Details of the driving method acquisition unit 105] The details of the driving method acquisition unit 105 will be described with reference to Fig. 6. Fig. 6 shows an example of processing of the driving method acquisition unit 105 in the first embodiment of the present invention. In step 600, it is determined whether it is time to acquire the running method. If it is determined that it is time to acquire the running method, the process proceeds to step 601; otherwise, the process ends. The timing for acquisition may be immediately before the start of inter-station running, or during running, when a discrepancy occurs between the running method table used for control by the train control unit 106 and the actual running method. Whether it is immediately before the start of inter-station running can be determined, for example, by the timing when an open door closes. One possible method for determining that a discrepancy has occurred between the running method table used for control and the actual running method is to determine that a discrepancy has occurred when the duration of each driving operation notch differs by a predetermined number of seconds from the duration calculated in real time from the actual running results. To explain this method using a specific example, if the predetermined number of seconds used to determine deviation is 5 seconds, and a running method table that indicates powering at P5 notch for 40 seconds during the initial powering is obtained just before the start of inter-station running and used for control, if powering at P5 notch for the initial period continues for 45 seconds or more, it will be determined that a deviation has occurred and that it is desirable to obtain another running method table for control.

[0027] In step 601, the train information 114 is input from the train information acquisition unit 104, and the real-time position, speed, remaining running time, and operation notch obtained from the running train to be controlled are acquired. In step 602, it is determined whether or not the train has not yet started running between stations. If it has not yet started running between stations, the process proceeds to step 603; if it has already started running between stations, the process proceeds to step 604.

[0028] Step 603 is a process performed when it is determined that inter-station travel has not yet begun. The position, speed, and remaining travel time acquired in step 601 are output to the travel method database 103 as control travel method search conditions 115. Travel method storage data 123 for the corresponding starting point position, starting point speed, and remaining travel time is acquired from the travel method database 103 (after setting the real-time position and speed as the starting point position and starting point speed), and the travel method table with the highest priority ID from the travel method storage data 123 is acquired as the control travel method table 113. Note that if the travel method storage data 123 for the corresponding starting point position, starting point speed, and remaining travel time does not exist in the travel method database 103, information to the effect that the corresponding travel method storage data does not exist is acquired.

[0029] Step 604 is a process performed when it is determined that the train is traveling between stations. The position, speed, and remaining running time acquired in step 601 are output to the running method database 103 as the control running method search conditions 115. The running method storage data 123 for the corresponding starting position, starting speed, and remaining running time are acquired from the running method database 103 (after setting the real-time position and speed as the starting position and starting speed). The IDs whose first driving operation notch matches the current driving operation notch are further narrowed down, and the running method table with the highest priority ID among them is acquired as the control running method table 113. Narrowing down the search by driving operation notch is expected to improve the accuracy of predicting the subsequent running method. For example, the timing of re-powering and the method of braking may differ when switching from powering to constant speed running and when switching from powering to coasting. In addition, if the driving method storage data 123 for the corresponding starting point position, starting point speed, and remaining driving time does not exist in the driving method database 103, or even if the driving method storage data 123 for the corresponding starting point position, starting point speed, and remaining driving time exists, if there is no ID in which the first driving operation notch in the ID matches the current driving operation notch, information is obtained that the corresponding driving method storage data does not exist.

[0030] In step 605, if information is acquired in step 603 and step 604 that there is no corresponding driving method storage data, a driving method table created in advance based on driving curves used in driver training, etc., is acquired as the control driving method table 113. This process makes it possible to continue control even when the driving method database 103 is not complete. In step 606, the acquired control running method table 113 is output to the train control unit 106.

[0031] [Details of train control unit 106] The details of the train control unit 106 will be described with reference to Fig. 7. Fig. 7 shows an example of processing by the train control unit 106 in the first embodiment of the present invention. In step 701, a predicted driving method table 801 is created by adding the following items to the acquired control driving method table 113: driving energy, auxiliary energy, power generation energy, power generation time, battery charge amount at end, and power generation flag.

[0032] In step 702, the driving energy and auxiliary energy are calculated for each driving operation notch in the predicted driving method table 801, and the predicted driving method table 801 is updated. The driving energy is calculated using the following (Equation 1) and (Equation 2).

number

number

[0033] The calculation method for running energy differs between powering and regenerating. Running energy during powering is calculated by dividing the running power calculated by the product of tractive force and speed by the equipment efficiency and integrating the results. Running energy during regeneration is calculated by multiplying the running power calculated by the product of electric braking force and speed by the equipment efficiency and integrating the results. In general railways, tractive force and electric braking force vary depending on the driving operation notch, speed, and occupancy rate, so these factors are taken into consideration when calculating the energy. The driving operation notch for which the running energy is to be calculated is used. For speed, the starting speed of the driving operation notch is used as the initial value, and the speed until the duration elapses is calculated and used by solving the equation of motion. For occupancy rate, the occupancy rate at the time processing by the train control unit 106 is started is obtained and used. For equipment efficiency, the efficiency of the braking / driving device that converts electric power into running power is used. Although it is possible to calculate using a single value, switching the efficiency value depending on the speed improves the accuracy of the running energy calculation.

[0034] Auxiliary energy is calculated using the following formula (3). [Number 3] Auxiliary energy [kWh] = Auxiliary power consumption [kW] × Duration [s] / 3600 (Formula 3) The auxiliary power consumption is the value of the auxiliary power consumption at the time when processing by the train control unit 106 is started. The duration is the duration for each operation notch in the predicted running method table 801. This processing makes it possible to calculate the battery charge amount with high accuracy, taking into account the influence of occupancy rate and auxiliary power consumption, which vary depending on the time of day and season.

[0035] In step 703, the power generation energy, power generation time, and power generation flag are calculated for the powering operation notch in the predicted driving method table 801, and are input into the predicted driving method table 801. The power generation energy is calculated using the following (Equation 4). [Number 4] Generated energy [kWh] = Generated power [kW] × Duration [s] / 3600 (Formula 4) The generated power can be set to any value, but from the perspective of reducing fuel consumption, it is desirable to set the engine output at the operating point with the best fuel consumption rate. Since it is assumed that power generation will continue during power running, the power generation time is set to the same value as the power running notch duration. Note that it is desirable to generate power continuously during power running to prevent a decrease in acceleration force due to power shortage, but when powering using a low power running notch, it may be possible to cover the running power with just the power from the storage battery. Therefore, it is not necessary to enter the generated energy and power generation time when using a low power running notch. The generated power flag is set to 1, which means power generation at the engine output with the operating point with the best fuel consumption rate. Note that if the generated energy and power generation time are not added at the low power running notch, the generated power flag is not entered.

[0036] In step 704, the state of charge (SOC) of the storage battery at the end of each operation is calculated using the following (Equation 5). [Number 5] Battery charge at the end of the operation [%] = Battery charge at the end of the previous operation [%] -(Driving energy [kWh] + Auxiliary energy [kWh] - Generated energy [kWh]) / Storage battery capacity [kWh] × 100 (Formula 5) When calculating the battery charge amount in the first row of the predicted running method table 801, the calculation is performed using (Equation 5). The battery charge amount at the end of the previous operation is the battery charge amount when the processing of the train control unit 106 started. The battery capacity is set to the capacity value of the actual installed battery. If deterioration is advanced, it is desirable to set a capacity value that takes the deterioration into consideration.

[0037] In step 705, the additional power generation energy and additional power generation time are calculated so that the battery charge amount at the end of each operation does not fall below the allowable lower limit battery charge amount. The calculation formulas for the additional power generation energy and additional power generation time are (Equation 6) and (Equation 7) below. [Number 6] Additional power generation energy [kWh] = (lower limit battery charge [%] - minimum battery charge [%]) / 100 × battery capacity [kWh] (Formula 6) [Number 7] Additional power generation time [s] = Additional power generation energy [kWh] / Power generation [kW] x 3600 (Formula 7) The minimum battery charge amount is the lowest battery charge amount value among the battery charge amounts at the end of each operation calculated in step 704. If the battery charge amount at the end of all operations is above the allowable lower limit battery charge amount, no power generation for adjusting the battery charge amount is required, so the additional power generation energy is set to 0 kWh and the additional power generation time is set to 0 s.

[0038] In step 706a, the additional power generation energy calculated in step 705 is allocated, and the battery charge amount at the end of each operation is recalculated using the calculation formula explained in step 704. When allocating the additional power generation energy, the predicted driving method table 801 is searched from the top, and the additional power generation energy is allocated to rows where the driving operation notch is powering, constant speed cruising, or coasting, and the power generation time is shorter than the duration. For rows to which the additional power generation energy is allocated, 1 is entered in the power generation flag. In step 706b, if all allocation of additional power generation energy and additional power generation time has been completed in step 706a and the minimum battery charge amount exceeds the allowable lower limit, the process proceeds to step 707; otherwise, the process proceeds to step 706c.

[0039] Step 706c is a process performed when it is determined that the minimum battery charge cannot be increased to or above the allowable lower limit battery charge simply by allocating the power generation energy based on the engine output at the operating point with the best fuel consumption rate. The power generation energy for the row in which the driving operation notch is powering, which exists before the minimum battery charge falls below the allowable lower limit battery charge, is recalculated using Equation 4. At this time, the maximum power generation power of the power generation system is used as the power generation power. For the row in which the power generation energy has been recalculated, the power generation flag is set to 2, which indicates power generation at the maximum power generation power. Then, the battery charge amount at the end of each operation is recalculated using the same process as in step 704, and the additional power generation energy and additional power generation time are recalculated based on the calculated value using the same process as in step 705. The allocation of the additional power generation energy and additional power generation time performed in step 706a is reset, and the recalculated additional power generation energy and additional power generation time are re-allocated using the same process as in step 706a.

[0040] In step 706d, a determination is made using the same method as in step 706b, and if the condition is met, the process proceeds to step 707, otherwise the process proceeds to step 706e. Step 706e is a process performed when it is determined that the minimum battery charge level is still below the allowable lower limit battery charge level even when powering at the maximum power generation level during a powering operation notch that exists before the minimum battery charge level falls below the allowable lower limit battery charge level. Using (Equation 6) and (Equation 7), the additional power generation energy and additional power generation time are recalculated. The maximum power generation power of the power generation system is used as the power generation power. Then, using the same process as in step 706a, the additional power generation energy and additional power generation time recalculated in this step are allocated. The power generation flag for the row to which the additional power generation energy and additional power generation time are allocated is set to 2. If, after performing this process, the minimum battery charge level remains below the allowable lower limit battery charge level, it is not possible to address the issue by controlling the power generation alone. Therefore, it is desirable to introduce control to limit the driving power, etc. Since limiting the driving power is outside the scope of this invention, a description of the limiting of the driving power is omitted.

[0041] In step 707, the additional power generation energy and additional power generation time are calculated so that the battery charge amount after the final deceleration operation does not fall below the reference battery charge amount. The calculation formulas for the additional power generation energy and additional power generation time are (Equation 8) and (Equation 9) below. [Number 8] Additional power generation energy [kWh] = (baseline battery charge amount [%] - battery charge amount after the last deceleration operation [%]) / 100 × battery capacity [kWh] (Formula 8) [Number 9] Additional power generation time [s] = Additional power generation energy [kWh] / Power generation [kW] x 3600 (Formula 9) The reference battery charge amount can be set to any value. As a guideline, it is desirable to stop power generation during the next stop and discharge the battery only to cover auxiliary power needs, and to set a value that does not fall below the allowable lower limit of the battery charge amount until the end of powering between stations. Setting it in this way allows the engine to be stopped during the next stop, ensuring quiet operation within the station, and also prevents a decrease in acceleration due to insufficient battery charge during powering between stations. It is desirable to calculate the reference battery charge amount value in advance by conducting a running simulation that takes into account expected conditions. Note that if the battery charge amount after the final deceleration operation exceeds the reference battery charge amount, no power generation is required to adjust the battery charge amount. Therefore, calculations of (Equation 8) and (Equation 9) are not performed, and the additional power generation energy is set to 0 kWh and the additional power generation time is set to 0 s.

[0042] In step 708a, the additional power generation energy calculated in step 707 is allocated, and the battery charge amount at the end of each operation is recalculated using the calculation formula explained in step 704. The method for allocating the additional power generation energy is the same as in step 706a, and therefore will not be explained here. In step 708b, if all allocation of additional power generation energy and additional power generation time has been completed in step 708a and the battery charge amount after the end of the final deceleration operation exceeds the reference battery charge amount, the process proceeds to step 709; otherwise, the process proceeds to step 708c.

[0043] Step 708c is a process performed when it is determined that the battery charge amount after the end of the final deceleration operation cannot be made equal to or greater than the reference battery charge amount simply by allocating the power generation energy by engine output at the operating point with the best fuel consumption rate. The power generation energy for rows where the driving operation notch is powering and the power generation flag is 1 is recalculated using (Equation 4). At this time, the maximum power generation power of the power generation system is used as the power generation power. For rows where the power generation energy has been recalculated, the power generation flag is set to 2. Thereafter, the results of allocating the additional power generation energy and additional power generation time performed in step 708a are reset, and the additional power generation energy and additional power generation time calculated in step 707 are re-allocated using the same process as in step 708a.

[0044] In step 708d, a determination is made using the same method as in step 708b, and if the condition is met, the process proceeds to step 709, otherwise the process proceeds to step 708e. Step 708e is a process performed when it is determined that the battery charge amount after the final deceleration operation cannot be increased to or exceed the reference battery charge amount, even when the train is powered at maximum power generation. The additional power generation energy and additional power generation time are recalculated using (Equation 8) and (Equation 9). The maximum power generation power of the power generation system is used as the power generation amount. The allocation of the additional power generation energy and additional power generation time performed in step 708c is then reset, and the recalculated additional power generation energy and additional power generation time are allocated using the same process as in step 708a. The power generation flag for the row to which the additional power generation energy and additional power generation time are allocated is set to 2. If, after performing this process, the battery charge amount after the final deceleration operation cannot be increased to or exceed the reference battery charge amount, this cannot be achieved by controlling the power generation power while the train is running. Therefore, it is desirable to generate power while the train is stopped at the next station to increase the battery charge amount to or exceed the reference value.

[0045] In step 709, a power generation schedule 901 is created based on the power generation time for each operation notch. The method for creating the power generation schedule 901 will be described in detail later. In step 710, the power generation system is controlled based on the power generation schedule 901 set in step 709. An example of the generation schedule 901 in step 709 will be described with reference to FIG. 8. FIG. 8 is an example of a power generation schedule in the first embodiment of the present invention. FIG. 8 also shows a predicted running method table 801 used to calculate the power generation schedule 901. The power generation schedule 901 is composed of the time from the start of processing by the train control unit 106 and the power generation. The basic idea when setting the power generation schedule is to start power generation when the train switches to an operation notch with a set power generation time, and to stop power generation once the power generation time has elapsed. Furthermore, if the power generation time and duration match in a certain operation notch A and the power generation time is set in the next operation notch B, power generation starts at the start of operation notch A and stops after the sum of the power generation time of operation notch A and the power generation time of operation notch B has elapsed. In addition, when the power generation flag is 1, power generation is performed at a power generation rate with a good fuel consumption rate, and when the power generation flag is 2, power generation is performed at the maximum power generation rate. A method for setting the power generation schedule will be described with reference to the example in FIG. 8. First, power generation begins at 0 seconds when the P5 notch on the first line of the predicted driving method table 801 starts. In the P5 notch on the first line, both the driving operation notch and power generation time are 30 seconds, and the power generation time for the constant speed driving on the second line is also set to 10 seconds, so 30 seconds and 10 seconds are connected to generate power for 40 seconds. However, since the power generation flag on the first line is 2 and the power generation flag on the second line is 1, power is generated at the maximum power generation of 200 kW for the first 30 seconds, and then at a power generation of 120 kW with a good fuel consumption rate for the next 10 seconds. After 40 seconds of power generation is completed, power generation stops, and then power generation starts again when the P5 notch on the third line starts (30 seconds duration on the first line + 40 seconds duration on the second line = 70 seconds). Since the power generation flag on the third line is 2, power is generated at the maximum power generation of 200 kW. Since the power generation time for the P5 notch on the third line is 10 seconds, power generation stops after 10 seconds. Since the power generation time is not set from this point onwards, the generated power is set to 0 kW.

[0046] In this embodiment, the process of calculating the running energy in step 702 has been described. However, if the occupancy rate does not fluctuate, the calculation in step 702 is not necessary. Instead, the running energy may be calculated from the actual power consumption of the braking / driving devices when the running method table information creation unit 101 creates the running method table, and the calculated running energy may be entered into the running method table and stored in the running method database. The running energy included in the running method table may be used as is. Also, in the same step, the process of calculating the auxiliary energy has been described. However, if the auxiliary power consumption does not fluctuate significantly depending on the season or time of day, the calculation in step 702 is not necessary. Instead, the auxiliary energy may be calculated from the actual power consumption of the auxiliary devices when the running method table information creation unit 101 creates the running method table, and the calculated running energy may be entered into the running method table and stored in the running method database. The running energy included in the running method table may be used as is. Also, in step 707, the process of setting a power generation schedule so that the battery charge amount at the time of arrival at the next station is equal to or greater than the reference battery charge amount has been described. However, if power generation is allowed while the train is stopped at the next station, this process is not necessarily required. In addition, in step 703, the process of allocating power generation time in advance so that power is generated continuously during powering when the vehicle is traveling heavily is described, but this is not necessary if the storage battery's allowable discharge current is large and power during powering can be supplied only by discharging the storage battery. However, if the discharge power of the storage battery becomes large, there is a concern that the deterioration rate of the storage battery will increase and the charging loss of the storage battery will increase, leading to a deterioration in fuel efficiency. Therefore, when allocating power generation time in steps 706a and 708a, it is desirable to allocate power generation energy preferentially during powering when the discharge power is large.

[0047] With the above configuration, by predicting the driver's operations based on actual driving data and controlling charging and discharging at the appropriate time, it is possible to maintain the battery charge at an appropriate level, which in turn makes it possible to reduce fuel consumption.

[0048] Example 2 [Train control device configuration] The configuration of a train control device in the second embodiment will be described with reference to Fig. 9. Fig. 9 shows an example of the configuration of a train control device in the second embodiment of the present invention. The train control device is composed of a running method table information creation unit 101, a running method table storage unit 102, a running method database 103, a train information acquisition unit 104, a running method acquisition unit 1005, and a train control unit 1006. The configuration other than the running method acquisition unit 1005 and the train control unit 1006 is the same as in Example 1, so a description thereof will be omitted. Also, the running method acquisition unit 1005 and the train control unit 1006 have many common parts with the running method acquisition unit 105 and the train control unit 106, so only the differences will be described.

[0049] The difference between the running method acquisition unit 1005 and the running method acquisition unit 105 is that when the control running method table 113 cannot be obtained for reasons such as the absence of running method storage data 123 for the corresponding starting point position, starting point speed, and remaining running time, the running method acquisition unit 1005 outputs information that there is no corresponding past running method as the control running method table 113 to the train control unit 1006. Details of the running method acquisition unit 1005 will be described later. The difference between the train control unit 1006 and the train control unit 106 is that the train control unit 1006 controls the power generation system using a predefined energy management control method when information indicating no corresponding actual running method is included in the control running method table 113. The details of the train control unit 1006 will be described later.

[0050] [Details of the driving method acquisition unit 1005] The details of the driving method acquisition unit 1005 will be described with reference to Fig. 10. Fig. 10 shows an example of processing of the driving method acquisition unit 1005 in the second embodiment of the present invention. The process of the driving method acquisition unit 1005 has much in common with the driving method acquisition unit 105 of the first embodiment, but differs in that step 605 is replaced by step 1105. A description of the common parts will be omitted, and only the details of step 1105 will be described. In step 1105, if no corresponding driving method storage data 123 is found in step 603 and step 604, information indicating that no corresponding past driving method exists is acquired as the control driving method table 113.

[0051] [Details of train control unit 1006] The details of the train control unit 1006 will be described with reference to Fig. 11. Fig. 11 shows an example of processing by the train control unit 1006 in the second embodiment of the present invention. The processing of the train control unit 1006 has much in common with that of the train control unit 106 of the first embodiment, but differs in that steps 1201 and 1202 are added. Explanation of the common parts will be omitted, and only the details of steps 1201 and 1202 will be explained. In step 1201, the control driving method table 113 is input and it is determined whether or not a corresponding past driving method exists. If a corresponding past driving method exists, the process proceeds to step 701; if not, the process proceeds to step 1202.

[0052] Step 1202 is a process performed when it is determined that there is no corresponding proven driving method. In this case, since there is no proven driving method information, it is not possible to set a power generation schedule. Therefore, the power generation system is controlled based on predefined energy management control. Various forms of energy management control are possible, and one example is described with reference to FIG. 12. FIG. 12 shows an example of an energy management control method in a second embodiment of the present invention. Reference numeral 1301 denotes a storage battery charge amount management map, and 1302 denotes a generated power map. First, in the energy management control, an area is determined by referring to the storage battery charge amount management map 1301 based on the speed and the storage battery charge amount, and the generated power is determined by referring to the generated power map based on that area and the current driving operation. In this way, it is possible to appropriately determine the generated power according to the state of the storage battery charge amount and the state of the driving operation.

[0053] With the above configuration, it is possible to control the power generation system even when the driver's operations cannot be predicted, and when the driver's operations can be predicted, it is possible to perform charge / discharge control at appropriate times based on the predicted results, thereby reducing fuel consumption.

[0054] The present invention is not limited to the above-described embodiments, and includes various modifications within the scope of the gist thereof. For example, the present invention is not limited to those having all of the configurations described in the above-described embodiments, and includes those in which some of the configurations are omitted. Furthermore, it is possible to add or replace some of the configurations of one embodiment with the configurations of another embodiment.

[0055] The following are examples of possible embodiments of the present invention, but the present invention is not limited to these. [Aspect 1] A train control device, A running method database that stores the train's running method until the next station in a form that can be referenced by starting point position, starting point speed, and remaining running time; a train information acquisition unit that acquires the position, speed, and remaining running time of a running train; a running method acquisition unit that acquires a control running method table for the arrival at the next station from the corresponding running method storage data by referring to the running method database using the position, speed, and remaining running time; a train control unit that controls a power generation system of the train based on the acquired control running method table; A train control device comprising: [Aspect 2] a running method table information creation unit that acquires running history data from a running train and creates running method table information including a starting point position, a starting point speed, a remaining running time, and a running method table from the running history data; a driving method table storage unit that outputs updated driving method storage data obtained by adding the driving method table to driving method storage data corresponding to the starting point position, starting point speed, and remaining driving time of the driving method table information to the driving method database; 2. The train control device according to claim 1, comprising: [Aspect 3] The train control device according to aspect 1 or 2, characterized in that, in the driving method acquisition unit, when the driving method database is referenced using the position, speed, and remaining driving time and no corresponding driving method storage data is found, a pre-created driving method table is acquired as a control driving method table. [Aspect 4] The train control device according to aspect 1 or 2, characterized in that when the driving method acquisition unit refers to the driving method database using the position, speed, and remaining driving time and no corresponding driving method storage data is found, the train control unit controls the train based on a predetermined energy management control instead of a control driving method table. [Aspect 5] The train control device according to any one of aspects 1 to 4, characterized in that the train control unit calculates the amount of charge in the battery at the time of arrival at the next station based on running energy and auxiliary energy, sets a power generation schedule so that the amount of charge in the battery at the time of arrival at the next station will be equal to or greater than a predetermined value, and controls the power generation system of the train based on the power generation schedule. [Aspect 6] The train control device according to aspect 5, wherein the train control unit sets the predetermined value of the battery charge amount at the time of arrival at the next station so that the battery charge amount does not fall below the allowable lower limit value by the time powering between the next stations is completed. [Aspect 7] The train control device according to any one of aspects 1 to 6, characterized in that the train control unit calculates the amount of battery charge until arrival at the next station based on running energy and auxiliary energy, sets a power generation schedule so that the amount of battery charge at the end of each operating operation does not fall below an allowable lower limit, and controls the power generation system of the train based on the power generation schedule. [Aspect 8] The train control device according to any one of claims 5 to 7, characterized in that the train control unit acquires the occupancy rate and auxiliary power consumption at the time of setting the power generation schedule, calculates the running energy based on the tractive force and electric control force taking the occupancy rate into consideration, and calculates the auxiliary energy based on the auxiliary power consumption, and calculates the amount of charge to the storage battery until arrival at the next station using the running energy and the auxiliary energy. [Aspect 9] A train control method, comprising: a step of storing the train's running method until arrival at the next station in a running method database in a form that can be referenced by the starting point position, starting point speed, and remaining running time; A step of acquiring the position, speed, and remaining running time of a running train; A step of referencing the running method database using the position, speed, and remaining running time to obtain a control running method table until arrival at the next station from the corresponding running method storage data; controlling a power generation system of the train based on the acquired control running method table; A train control method comprising: [Aspect 10] A step of acquiring actual running data from a train that has run, and creating running method table information including a starting point position, a starting point speed, a remaining running time, and a running method table from the actual running data; a step of outputting updated driving method storage data obtained by adding the driving method table to driving method storage data corresponding to the starting point position, starting point speed, and remaining driving time of the driving method table information to the driving method database; 10. The train control method according to aspect 9, comprising: [Aspect 11] A train control method according to aspect 9 or 10, characterized in that it comprises a step of acquiring a pre-created running method table as a control running method table when no corresponding running method storage data is found even when referring to the running method database using the position, speed, and remaining running time. [Aspect 12] A train control method according to aspect 9 or 10, characterized in that if no corresponding stored data for a driving method is found even when referring to the driving method database for the position, speed, and remaining driving time, the method includes a step of controlling the train based on a predetermined energy management control instead of a control driving method table. [Aspect 13] A train control method according to any one of aspects 9 to 12, characterized in that the step of controlling the train's power generation system includes calculating a battery charge amount at the time of arrival at the next station based on running energy and auxiliary energy, setting a power generation schedule so that the battery charge amount at the time of arrival at the next station will be equal to or greater than a predetermined value, and controlling the train's power generation system based on the power generation schedule. [Aspect 14] A train control method as described in aspect 13, characterized in that the step of controlling the train's power generation system includes setting a predetermined value for the battery charge amount at the time of arrival at the next station so that the battery charge amount does not fall below an allowable lower limit value by the time powering between the next stations is completed. [Aspect 15] A train control method according to any one of aspects 9 to 14, characterized in that the step of controlling the train's power generation system includes calculating the amount of battery charge until arrival at the next station based on running energy and auxiliary energy, setting a power generation schedule so that the amount of battery charge at the end of each operating operation does not fall below an allowable lower limit, and controlling the train's power generation system based on the power generation schedule. [Aspect 16] A train control method according to any one of aspects 13 to 15, characterized in that the step of controlling the train's power generation system includes obtaining the occupancy rate and auxiliary power consumption at the time of setting the power generation schedule, calculating the running energy based on the tractive force and electrical control force taking the occupancy rate into account, and calculating the auxiliary energy based on the auxiliary power consumption, and calculating the battery charge amount until arrival at the next station using the running energy and the auxiliary energy. [Explanation of symbols]

[0056] 100 Train control device 101 Traveling method table creation unit 102 Traveling method table storage section 103···Driving Method Database 104...Train information acquisition department 105, 1005... Driving method acquisition section 106, 1006 Train control unit

Claims

1. A train control device, A running method database that stores the train's running method until the next station in a form that can be referenced by starting point position, starting point speed, and remaining running time; a train information acquisition unit that acquires the position, speed, and remaining running time of a running train; a running method acquisition unit that acquires a control running method table for the arrival at the next station from the corresponding running method storage data by referring to the running method database using the position, speed, and remaining running time; a train control unit that controls a power generation system of the train based on the acquired control running method table; A train control device comprising:

2. a running method table information creation unit that acquires running history data from a train that has run, and creates running method table information including a starting point position, a starting point speed, a remaining running time, and a running method table from the running history data; a driving method table storage unit that outputs updated driving method storage data to the driving method database by adding the driving method table to driving method storage data corresponding to the starting point position, starting point speed, and remaining driving time of the driving method table information; 2. The train control device according to claim 1, further comprising:

3. The train control device according to claim 1, characterized in that in the driving method acquisition unit, when the driving method database is referenced using the position, speed, and remaining driving time and no corresponding driving method storage data is found, a pre-created driving method table is acquired as a control driving method table.

4. 2. The train control device according to claim 1, wherein when the traveling method acquisition unit refers to the traveling method database using the position, speed, and remaining traveling time and no corresponding traveling method stored data is found, the train control unit controls the train based on a predetermined energy management control instead of the control traveling method table.

5. 2. The train control device according to claim 1, wherein the train control unit calculates the amount of charge in the storage battery at the time of arrival at the next station based on running energy and auxiliary energy, sets a power generation schedule so that the amount of charge in the storage battery at the time of arrival at the next station will be equal to or greater than a predetermined value, and controls the power generation system of the train based on the power generation schedule.

6. The train control device according to claim 5, wherein the train control unit sets the predetermined value of the battery charge amount at the time of arrival at the next station so that the battery charge amount does not fall below an allowable lower limit value by the time powering between the next stations is completed.

7. 2. The train control device according to claim 1, wherein the train control unit calculates the amount of charge in the storage battery until arrival at the next station based on running energy and auxiliary energy, sets a power generation schedule so that the amount of charge in the storage battery at the end of each operation operation does not fall below an allowable lower limit, and controls the power generation system of the train based on the power generation schedule.

8. The train control device according to any one of claims 5 to 7, characterized in that the train control unit acquires the occupancy rate and auxiliary power consumption at the time of setting the power generation schedule, calculates the running energy based on the tractive force and electrical control force taking the occupancy rate into consideration, and calculates the auxiliary energy based on the auxiliary power consumption, and calculates the amount of charge to the storage battery until arrival at the next station using the running energy and the auxiliary energy.

9. A train control method, comprising: a step of storing the train's running method until arrival at the next station in a running method database in a form that can be referenced by the starting point position, starting point speed, and remaining running time; A step of acquiring the position, speed, and remaining running time of a running train; A step of referencing the running method database using the position, speed, and remaining running time to obtain a control running method table until arrival at the next station from the corresponding running method storage data; controlling a power generation system of the train based on the acquired control running method table; A train control method comprising:

10. A step of acquiring actual running data from a train that has run, and creating running method table information including a starting point position, a starting point speed, a remaining running time, and a running method table from the actual running data; a step of outputting updated driving method storage data obtained by adding the driving method table to driving method storage data corresponding to the starting point position, starting point speed, and remaining driving time of the driving method table information to the driving method database; 10. The train control method according to claim 9, further comprising:

11. The train control method according to claim 9, further comprising a step of acquiring a previously created running method table as a control running method table when no corresponding running method stored data is found even when the running method database is referenced using the position, speed, and remaining running time.

12. The train control method according to claim 9, further comprising a step of controlling the train based on a predetermined energy management control instead of a control running method table when no corresponding running method stored data is found even when the running method database is referenced based on the position, speed, and remaining running time.

13. 10. The train control method according to claim 9, wherein the step of controlling the power generation system of the train includes calculating a battery charge amount at the time of arrival at the next station based on running energy and auxiliary energy, setting a power generation schedule so that the battery charge amount at the time of arrival at the next station will be equal to or greater than a predetermined value, and controlling the power generation system of the train based on the power generation schedule.

14. 14. The train control method according to claim 13, wherein the step of controlling the power generation system of the train includes setting a predetermined value for the battery charge amount at the time of arrival at the next station so that the battery charge amount does not fall below an allowable lower limit value by the time powering between the next stations is completed.

15. 10. The train control method according to claim 9, wherein the step of controlling the power generation system of the train includes calculating a battery charge amount until arrival at the next station based on running energy and auxiliary energy, setting a power generation schedule so that the battery charge amount at the end of each operation does not fall below an allowable lower limit, and controlling the power generation system of the train based on the power generation schedule.

16. The train control method according to any one of claims 13 to 15, characterized in that the step of controlling the train's power generation system includes obtaining the occupancy rate and auxiliary power consumption at the time of setting the power generation schedule, calculating the running energy based on the tractive force and electric control force taking the occupancy rate into consideration, and calculating the auxiliary energy based on the auxiliary power consumption, and calculating the amount of charge in the storage battery until arrival at the next station using the running energy and the auxiliary energy.

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