Travel pattern determination device and travel pattern determination method

Abstract

When the CCV of a storage battery becomes high, there are cases where regenerative power cannot be sufficiently recovered via control that suppresses regenerative current. The present invention relates to generating an electric braking pattern for a prescribed braking notch, generating a provisional travel pattern on the basis of the generated electric braking pattern and a target arrival time at a target location, calculating the terminal voltage of a storage battery using the SOC of the storage battery for the generated provisional travel pattern, and determining a travel pattern of a railway vehicle from the provisional travel pattern using the result of calculating the terminal voltage of the storage battery.

Description

Travel pattern determination device and travel pattern determination method

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

[0002] With the aim of reducing the environmental impact, it is expected that fossil fuel-powered automobiles and diesel railcars will be replaced with electric vehicles and battery-powered railcars, respectively. Electric vehicles and battery-powered railcars have storage batteries installed on the car body. This not only means that they do not emit carbon dioxide when accelerating, but also improves energy efficiency by converting kinetic energy into electrical energy through regenerative braking during braking, which charges the storage battery.

[0003] Although storage batteries are installed on the vehicle body, there is a limit to the amount of space available for installation, so extending the cruising range is one of the challenges facing electric vehicles and battery-powered vehicles. Extending the cruising range requires reducing power consumption, and in particular maximizing the amount of regenerative power generated by regenerative braking. Generally, when applying the desired amount of braking force at high vehicle speeds, regenerative braking alone is insufficient to provide the desired braking force, so the shortfall is compensated for by mechanical braking. Mechanical braking consumes kinetic energy as heat energy, which is equivalent to a reduction in the amount of regenerative power. In other words, to reduce power consumption, it is desirable to generate a braking pattern that does not use mechanical braking.

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

[0005] JP 2017-85688 A

[0006] As a result of extensive research into railway vehicle operation control, the inventors have come to the following findings. Patent Document 1 originally targets trains that are not equipped with storage batteries. Furthermore, if the technology disclosed in Patent Document 1 were applied to railway vehicles equipped with storage batteries, only one brake pattern would be generated, and as the electric braking force increases, the regenerative current flowing through the storage battery would increase, resulting in a high terminal voltage of the storage battery (hereinafter referred to as CCV: Closed Circuit Voltage).

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

[0008] Therefore, when the technology of Patent Document 1 is applied to a railway vehicle equipped with a storage battery, if the CCV of the storage battery becomes high, it may not be possible to fully recover regenerative power by controlling the regenerative current.

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

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

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

[0012] 1 is a schematic diagram of a vehicle according to Example 1. FIG. 2 is a circuit diagram of a power conversion system according to Example 1. FIG. 3 is a diagram illustrating an example of the overall configuration of an automatic train operation device according to Example 1. FIG. 4 is an equivalent circuit diagram of a storage battery according to Example 1. FIG. 5 is an operation flowchart of the automatic train operation device according to Example 1. FIG. 6 is a diagram illustrating characteristics of electric braking force and regenerative power of a vehicle according to Example 1. FIG. 7 is an example of a pattern generated by the automatic train operation device according to Example 1. FIG. 8 is a diagram illustrating an example of the overall configuration of a train operation support device according to Example 2. FIG. 9 is a diagram illustrating an example of the overall configuration of an automatic train operation device according to Example 3. FIG. 10 is a flowchart of the automatic train operation device according to Example 4.

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

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

[0015] Although each electrical component shown in Figure 1 is shown in a separate box, packaging density may be increased by housing some or all of the components in a single box. Circuit breaker 8 is mounted on the roof of car 3, but it may also be mounted under the floor, and other electrical components may be mounted in any space on car 3. When the voltage of overhead line 1 is DC, main transformer 9 may be a DC reactor. Rail 2 also serves as electrical ground. Motor 5 is mounted on bogie 6, which supports car 3.

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

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

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

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

[0020] On the other hand, if the switching elements Q1 to Q10 are MOSFETs (Metal Oxide Semiconductor Field Effect Transistors), the body diodes of the MOSFETs may be used as the diodes D1 to D10. In this way, if the switching elements Q1 to Q10 are MOSFETs or the like and have body diodes, the body diodes of the MOSFETs may be used without connecting diodes in antiparallel to the respective switching elements Q1 to Q10. Using the body diodes as freewheeling diodes allows the number of diode D1 to D10 chips to be reduced, thereby enabling the power conversion device 10 to be made smaller.

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

[0022] The semiconductor material of the switching elements Q1 to Q10 and the diodes D1 to D10 may be silicon (Si) or semiconductors with wider bandgaps than silicon, such as silicon carbide (SiC) or gallium nitride (GaN). These wide bandgap semiconductors can reduce losses compared to silicon, allowing the power conversion device 10 to be made smaller.

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

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

[0025] When vehicle 3 decelerates, motor 5 functions as a power regenerative brake, acting as a generator to output three-phase AC power, which is then converted to AC-DC power using switching elements Q1 to Q6 and diodes D1 to D6. This regenerative power is used to power other powered vehicles (not shown) moving forward or backward via an AC-DC power converter comprising switching elements Q7 to Q10 and diodes D7 to D10 and overhead line 1, or to charge storage battery 17. Note that when attempting to apply strong braking while vehicle 3 is traveling at high speed, the power regenerative brake alone does not provide sufficient braking force, so the mechanical brake is activated. Because the mechanical brake consumes kinetic energy as heat energy, the amount of regenerative power that can be used to charge the storage battery is reduced.

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

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

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

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

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

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

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

[0033] The driving pattern determination means 205 determines a driving pattern for the vehicle 3 using the CCV calculation results corresponding to multiple provisional driving patterns, while the CCV is less than the upper limit. Among the provisional driving patterns, it is preferable to determine a driving pattern with a large braking force characteristic as the driving pattern for the vehicle 3. The driving condition information I1 may also be used when making the determination. Whether the CCV is less than the upper limit is determined based on the entire provisional driving pattern. The upper limit of the CCV is set, for example, as a value at which the mechanical brake operates. By setting the CCV below the upper limit, electric braking can be achieved without operating the mechanical brake, thereby increasing the amount of regenerative power. Alternatively, the upper limit can be set to a value that does not easily accelerate deterioration of the storage battery 17. In this case, the amount of regenerative power can be increased while preventing deterioration of the storage battery 17. Furthermore, it is desirable to use the maximum braking force at which the CCV is less than the upper limit, so that power consumption can be reduced by reducing acceleration time and cruising speed.

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

[0035] The operation command calculation means 206 generates operation commands to realize the running pattern generated by the running pattern planning means 201. At that time, vehicle information I3 may be used. The vehicle information I3 is information including the vehicle position, vehicle speed, etc. Here, the operation commands are acceleration notches and braking notches at the vehicle position. In other words, the operation command calculation means 206 generates acceleration notches and braking notches at the vehicle position. By outputting these operation commands, the automatic train operation device 200 causes the vehicle 3 to run in accordance with the running pattern planned by the running pattern planning means 201.

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

[0037] FIG. 4 shows an equivalent circuit of the storage battery 17 according to this embodiment. As an example, the equivalent circuit of the storage battery 17 includes an OCV 1000, an internal resistance 1001, and a parallel circuit of an internal resistance 1002 and a capacitor 1003. The CCV of the storage battery 17 is calculated using this equivalent circuit. The equivalent circuit of the storage battery 17 is not limited to the configuration shown in FIG. 4 , and other models may be used, or other components may be included. The OCV 1000, the internal resistances 1001 and 1002, and the capacitor 1003 are not fixed values, but may vary depending on the state of the storage battery 17, such as the SOC and temperature. By varying each constant depending on the state of the storage battery 17, the CCV of the storage battery 17 can be calculated more accurately. Furthermore, each constant may be varied by referring to a function or a table. The CCV of the storage battery 17 can be calculated by solving a circuit equation using this equivalent circuit and the current (electric current) flowing through the storage battery 17.

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

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

[0040] In step 301, the state of the storage battery 17 is detected using the state detection means, and the storage battery information I2 is written to the CCV calculation means 204 of the driving pattern planning means 201.

[0041] In step 302, a provisional travel pattern is generated as a candidate travel pattern for vehicle 3. It is desirable that the provisional travel pattern be generated so as to comply with the distance to the destination, the scheduled departure time, the target arrival time, and the speed limit for vehicle 3. The destination may be, for example, the next station, the end point, or a location where a stop is scheduled. For simplicity, however, it will be referred to as the next station below. An example of a provisional travel pattern is a graph with the horizontal axis representing vehicle position [km] and the vertical axis representing vehicle speed [km / h]. When generating the provisional travel pattern, a braking force characteristic that uses only regenerative braking is used (A → B → B' → C → D in FIG. 7 ). Several methods for generating a provisional travel pattern are possible, and one example is as follows. First, a braking pattern is generated. Here, it is desirable to generate an all-electric braking pattern using only regenerative braking. In particular, it is most desirable to generate a pattern using the maximum braking force characteristic of all electric braking patterns. However, a braking pattern using a braking force characteristic that is not the maximum may also be generated, or a braking pattern using mechanical braking in combination may also be generated. Next, an acceleration pattern is generated using the maximum tractive force characteristics (not shown). A provisional running pattern is generated by combining the generated acceleration pattern and braking pattern. This pattern involves braking after acceleration, so there is no coasting or constant speed, making it the fastest running pattern. Since the provisional running pattern must adhere to the target arrival time to the next station, if the running time in the fastest running pattern is shorter than the target arrival time, it is necessary to insert constant speed / coasting between acceleration and braking. By adjusting the position where this constant speed / coasting is inserted, a provisional running pattern that meets the target arrival time is generated. Note that the CCV of the storage battery 17 does not need to be taken into consideration when generating the provisional running pattern.

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

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

[0044] If the CCV is equal to or greater than the upper limit in step 304, one of the causes is that a large regenerative current flows through the storage battery 17 due to strong regenerative braking. Therefore, in order to suppress the CCV, the regenerative braking is suppressed by reducing the brake notch. Reducing the brake notch is one method for suppressing regenerative braking, and step 305 determines whether the brake notch can be reduced relative to the current brake notch. If the brake notch can be reduced, the process proceeds to step 306. If the brake notch cannot be reduced, i.e., if the current brake notch is the minimum brake notch, the process proceeds to step 399, where the flowchart ends. If the brake notch is the minimum brake notch and the flowchart ends because the brake notch cannot be reduced, the CCV may reach the upper limit and mechanical braking may be used. However, since the CCV is less likely to reach the upper limit than in the case of a larger brake notch, more regenerative power can be recovered, and power consumption can be reduced. Note that reducing the force of the regenerative braking may be achieved not only by reducing the brake notch, but also by an internal implementation of the driving pattern planning means 201.

[0045] The brake notch is reduced in step 306. By reducing the brake notch, it is possible to prevent a momentary increase in the CCV, and the CCV is less likely to reach the upper limit value, thereby reducing the use of the mechanical brake.

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

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

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

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

[0050] Step 311 determines whether or not early braking is possible. This is to adjust the braking start position and bring the running time within the target range. Early braking is possible, for example, when there is a constant speed or coasting before the braking start. Although early braking is described here, adjusting the acceleration time can also have the same effect in bringing the running time within the target range, so step 311 may also determine whether or not the running time can be extended. Extending the acceleration time is possible, for example, when there is a constant speed or coasting after acceleration. If early braking is possible, proceed to step 312; if not, return to step 305.

[0051] Step 312 involves advancing the braking start position. By advancing the braking start position, the vehicle speed increases, thereby shortening the travel time. Again, instead of advancing the braking start position, the acceleration time may be extended.

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

[0053] In step 314, constant speed, coasting, and acceleration patterns are generated. At this time, it is desirable to select a high acceleration notch to reduce the amount of traction power. The constant speed and coasting patterns may be provided as needed, or neither may be required. Therefore, for example, an acceleration pattern at an acceleration notch with maximum tractive force characteristics and a coasting pattern provided to meet the target departure and arrival time are generated. Then, in step 303, the CCV is calculated again for a new provisional traveling pattern consisting of a braking pattern with an advanced braking start position and constant speed, coasting, and acceleration patterns. By repeating steps 303 and 309 to 314, a braking start position can be set at a specified braking notch such that the CCV is below the upper limit and the traveling time and vehicle speed are within the target range, thereby generating a provisional traveling pattern.

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

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

[0056] As shown in Figure 7, car 3 starts traveling at car position x0 and stops at the next station at car position x3. Here, the provisional traveling pattern is a traveling pattern generated using the pattern of electric brake force Br1 shown in Figure 6. Since it is assumed that no mechanical brakes are used and only regenerative brakes are used, the electric brake force operates on the line B' → B → A shown in Figure 6. In other words, the electric brake force is varied depending on the car speed in the braking section x2 to x3.

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

[0058] The driving system according to this embodiment reduces the braking force to reduce the CCV. Specifically, the braking pattern is generated using the weak brake force Br2 pattern shown in FIG. 6. By using the weak brake force Br2, the regenerative power characteristic shown in FIG. 6 moves along the line B'→A. At this time, as the vehicle speed decreases due to braking, the regenerative power, i.e., the regenerative current, also decreases. As a result, the SOC of the storage battery 17 increases, increasing the OCV. However, the regenerative current decreases, reducing the voltage rise due to the battery's internal impedance. As a result, the CCV decreases in accordance with the vehicle speed. As a result, by commencing braking with weak brake force Br2 at vehicle position x2', the CCV falls below the upper limit CCV1. By calculating the CCV with the modified brake force characteristic in this way, the braking pattern can be determined.

[0059] After determining the braking pattern, the braking start position is advanced to generate a driving pattern that satisfies the target travel time. In the case of provisional driving pattern RC1 using strong brake Br1, the braking start position is x2. In the case of weak brake Br2, the braking start position and acceleration end position are advanced to x2', thereby satisfying the target travel time. At this time, the vehicle speed is below upper limit V1. As a result of the above, driving pattern RC2 of this embodiment can be generated. In provisional driving pattern RC1, the CCV exceeds the upper limit, so mechanical braking is used instead of electric braking to prevent it from exceeding the upper limit. In driving pattern RC2, in which the brake notch is reduced and the braking is advanced according to the flow of this embodiment, the CCV does not reach the upper limit. Therefore, the driving pattern of this embodiment generates more regenerative power, thereby reducing power consumption and achieving operation within the target travel time.

[0060] FIG. 8 shows the results of calculations of the amount of power for each of the patterns generated by the automatic train operation system 200 according to this embodiment. For simplicity, the amount of powering power is E1. The powering end position of the running pattern in this embodiment is extended from x1 to x1' compared to the provisional running pattern. In other words, the powering time is longer, resulting in a larger amount of powering power. On the other hand, by generating a running pattern that keeps the CCV below its upper limit, it is possible to achieve electric braking without using mechanical braking. As a result, the running pattern in this embodiment can increase the amount of regenerative power compared to the provisional running pattern. The amount of power consumption is the difference between the amount of powering power and the amount of regenerative power, and the running pattern in this embodiment can reduce the amount of power consumption. Reducing the amount of power consumption has the effect of, for example, extending the running distance using the storage battery 17 with the same storage battery capacity.

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

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

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

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

[0065] FIG. 11 is a flowchart of the automatic train operation device 200 according to this embodiment. Differences from FIG. 5 and their effects are described below. In step 900, the power consumption for the generated provisional running pattern is calculated and stored. By repeating the flowchart shown in FIG. 11 , multiple provisional running patterns are generated, and the power consumption corresponding to each provisional running pattern is calculated and stored. Also, in FIG. 11 , step 900 is performed after the CCV is calculated in step 303. However, the power consumption may be calculated and stored only for provisional running patterns whose running time and vehicle speed fall within the target range in step 310. This can be expected to reduce calculation costs, calculation time, and required memory. It is also desirable to consider the reduction in regenerative power due to the use of mechanical braking when the CCV reaches its upper limit when calculating the power consumption. Considering the CCV allows for the power consumption due to mechanical braking, which is effective in selecting an energy-saving running pattern.

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

[0067] In step 911, the driving pattern corresponding to the minimum power consumption amount is selected from the stored power consumption amounts. By repeating the flowchart shown in FIG. 5 of the first embodiment, a provisional driving pattern can be generated in which the CCV satisfies the upper limit value and the driving time falls within the target range. However, reducing the brake notch lengthens the acceleration time and increases the amount of power running. In other words, reducing the mechanical brake increases the amount of regenerative power, but extending the acceleration time increases the amount of power running. Therefore, by calculating the power consumption for each provisional driving pattern, a driving pattern with lower power consumption can be selected. This embodiment calculates the power consumption amount for each provisional driving pattern taking the CCV into account and selects the driving pattern with the minimum power consumption, thereby achieving energy savings.

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

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

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

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

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

[0073] A braking pattern is generated in step 404. By repeating steps 312 to 316 in this manner, a provisional driving pattern that keeps the CCV at or above the lower limit can be generated and determined as the driving pattern for vehicle 3, thereby achieving the effect of suppressing deterioration of storage battery 17 due to over-discharge.

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

[0075] Furthermore, the above-described embodiment encompasses at least the following technical aspects.

[0076] <Technical Item 1> A running pattern determination device that determines the running pattern of a railway vehicle equipped with a storage battery that stores regenerative electric power, the running pattern determination device comprising: generating an electric brake pattern for a predetermined brake notch; generating a tentative running pattern based on the generated electric brake pattern and a target arrival time at a destination point; calculating a terminal voltage of the storage battery using an SOC of the storage battery for the generated tentative running pattern; and determining the running pattern of the railway vehicle from the tentative running pattern using the calculation result of the terminal voltage of the storage battery.

[0077] <Technical Item 2> The driving pattern determination device according to the above Technical Item 1, wherein the electric brake pattern of the predetermined brake notch is a full electric brake pattern.

[0078] <Technical Item 3> The driving pattern determination device according to Technical Item 1 or 2, wherein the terminal voltage of the storage battery is calculated using either or both of the SOH of the storage battery and the temperature of the storage battery in addition to the SOC of the storage battery.

[0079] <Technical Item 4> A running pattern determination device according to any one of Technical Items 1 to 3 above, characterized in that, when the calculation result of the terminal voltage of the storage battery for the provisional running pattern is equal to or less than a predetermined value, the provisional running pattern is determined as the running pattern of the railway vehicle, and when the calculation result of the terminal voltage of the storage battery exceeds the predetermined value, an electric brake pattern with reduced brake notches is regenerated, and the provisional running pattern is regenerated based on the electric brake pattern with reduced brake notches and a target arrival time at the destination point.

[0080] <Technical Item 5> A driving pattern determination device according to any one of Technical Items 1 to 4 above, characterized in that when generating or regenerating the provisional driving pattern, the maximum selectable acceleration notch is used.

[0081] <Technical Item 6> The driving pattern determination device according to any one of Technical Items 1 to 5 above, wherein, when the calculation result of the terminal voltage of the storage battery is less than a predetermined threshold, the driving pattern determination device regenerates a provisional driving pattern with a reduced acceleration notch, and when the calculation result of the terminal voltage of the storage battery is equal to or greater than the predetermined threshold, the driving pattern determination device determines whether the calculation result of the terminal voltage of the storage battery is equal to or less than the predetermined value or exceeds the predetermined value.

[0082] <Technical Item 7> The running pattern determination device according to Technical Item 1 or 3, characterized in that: the running pattern determination device uses the calculation result of the storage battery terminal voltage to calculate the amount of power consumption for the provisional running pattern; stores the calculated amount of power consumption; and determines the provisional running pattern corresponding to the smallest of the stored amounts of power consumption as the running pattern of the railway vehicle.

[0083] <Technical Item 8> A running pattern determination device according to any one of Technical Items 1 to 7, characterized in that the running pattern determination device issues an operation control command based on the determined running pattern of the railway vehicle.

[0084] <Technical Item 9> A running pattern determination device according to any one of Technical Items 1 to 8 above, characterized in that the running pattern determination device instructs a driver on driving operations based on the determined running pattern of the railway vehicle.

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

[0086] <Technical Item 11> A method for determining a running pattern for a railway vehicle equipped with a storage battery that stores regenerative electric power, the method comprising: generating an electric brake pattern for a predetermined brake notch; generating a tentative running pattern based on the generated electric brake pattern and a target arrival time at a destination point; calculating a terminal voltage of the storage battery using an SOC of the storage battery for the generated tentative running pattern; and determining a running pattern for the railway vehicle from the tentative running pattern using the calculation result of the terminal voltage of the storage battery.

[0087] <Technical Item 12> The driving pattern determination method according to Technical Item 11, wherein the electric brake pattern of the predetermined brake notch is a full electric brake pattern.

[0088] <Technical Item 13> The driving pattern determination method according to Technical Item 11 or 12, wherein the terminal voltage of the storage battery is calculated using either or both of the SOH of the storage battery and the temperature of the storage battery in addition to the SOC of the storage battery.

[0089] <Technical Item 14> A method for determining a running pattern according to any one of Technical Items 11 to 13 above, characterized in that, if a calculation result of the terminal voltage of the storage battery for the provisional running pattern is equal to or less than a predetermined value, the provisional running pattern is determined as the running pattern of the railway vehicle, and if the calculation result of the terminal voltage of the storage battery exceeds the predetermined value, an electric brake pattern with reduced brake notches is regenerated, and the provisional running pattern is regenerated based on the electric brake pattern with reduced brake notches and a target arrival time at the destination point.

[0090] <Technical Item 15> A driving pattern determination method according to any one of Technical Items 11 to 14 above, characterized in that when generating or regenerating the provisional driving pattern, the maximum selectable acceleration notch is used.

[0091] <Technical Item 16> The driving pattern determination method according to any one of Technical Items 11 to 15 above, wherein, when the calculation result of the terminal voltage of the storage battery is less than a predetermined threshold, a provisional driving pattern with a reduced acceleration notch is regenerated, and when the calculation result of the terminal voltage of the storage battery is equal to or greater than the predetermined threshold, it is determined whether the calculation result of the terminal voltage of the storage battery is equal to or less than the predetermined value or exceeds the predetermined value.

[0092] <Technical Item 17> The running pattern determination method according to Technical Item 11 or 13, characterized in that: using the calculation result of the storage battery terminal voltage, a power consumption amount for the provisional running pattern is calculated; the calculated power consumption amount is stored; and the provisional running pattern corresponding to the smallest of the stored power consumption amounts is determined as the running pattern of the railway vehicle.

[0093] REFERENCE SIGNS LIST 1 overhead line 2 rail 3 vehicle 4 current collector 5 motor 6 bogie 7 wheel 8 circuit breaker 9 main transformer 10 power converter 11 battery box 12 logic unit 13a, 13b, 13c, 13d contactor 14a, 14b charging resistor 15 filter capacitor 16 battery circuit breaker 17 battery 200 automatic train operation device 201 running pattern planning means 700 train operation support device Q1 to Q10 switching elements D1 to D10 diodes

Claims

1. A driving pattern determination device that determines the driving pattern of a railway vehicle equipped with a storage battery that stores regenerative power, the driving pattern determination device comprising: generating an electric brake pattern for a specified brake notch; generating a tentative driving pattern based on the generated electric brake pattern and a target arrival time at a destination point; calculating a terminal voltage of the storage battery using the SOC of the storage battery for the generated tentative driving pattern; and determining the driving pattern of the railway vehicle from the tentative driving pattern using the calculation result of the terminal voltage of the storage battery.

2. A driving pattern determination device according to claim 1, characterized in that the electric brake pattern of the predetermined brake notch is a full electric brake pattern.

3. A driving pattern determination device according to claim 1 or 2, characterized in that the terminal voltage of the storage battery is calculated using either or both of the SOH and the temperature of the storage battery in addition to the SOC of the storage battery.

4. A driving pattern determination device as claimed in claim 1, characterized in that, when the calculation result of the terminal voltage of the storage battery for the provisional driving pattern is below a predetermined value, the provisional driving pattern is determined as the driving pattern of the railway vehicle, and when the calculation result of the terminal voltage of the storage battery exceeds the predetermined value, an electric brake pattern with reduced brake notches is regenerated, and the provisional driving pattern is regenerated based on the electric brake pattern with reduced brake notches and a target arrival time at the destination point.

5. A driving pattern determination device according to claim 1 or 4, characterized in that, when generating or regenerating the provisional driving pattern, a maximum selectable acceleration notch is used.

6. A driving pattern determination device as claimed in claim 1 or 4, characterized in that, when the calculation result of the terminal voltage of the storage battery is less than a preset threshold, a provisional driving pattern with a reduced acceleration notch is regenerated, and when the calculation result of the terminal voltage of the storage battery is equal to or greater than the preset threshold, it is determined whether the calculation result of the terminal voltage of the storage battery is equal to or less than the preset value or exceeds the preset value.

7. A running pattern determination device as claimed in claim 1, characterized in that: using the calculation result of the storage battery terminal voltage, a power consumption amount for the provisional running pattern is calculated; the calculated power consumption amount is stored; and the provisional running pattern corresponding to the smallest of the stored power consumption amounts is determined as the running pattern of the railway vehicle.

8. A running pattern determination device according to any one of claims 1, 4 and 7, characterized in that it issues operation control commands based on the determined running pattern of the railway vehicle.

9. A running pattern determination device according to any one of claims 1, 4 and 7, characterized in that the device instructs a driver on a driving operation based on the determined running pattern of the railway vehicle.

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

11. A method for determining a running pattern for a railway vehicle equipped with a storage battery for storing regenerative electric power, comprising the steps of: generating an electric brake pattern for a predetermined brake notch; generating a tentative running pattern based on the generated electric brake pattern and a target arrival time at a destination point; calculating a terminal voltage of the storage battery using the SOC of the storage battery for the generated interim running pattern; and determining a running pattern for the railway vehicle from the interim running pattern using the calculation result of the terminal voltage of the storage battery.

12. A driving pattern determination method according to claim 11, characterized in that the electric brake pattern of the predetermined brake notch is a full electric brake pattern.

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

14. A method for determining a running pattern as claimed in claim 11, characterized in that, when a calculation result of the terminal voltage of the storage battery for the provisional running pattern is equal to or lower than a predetermined value, the provisional running pattern is determined as the running pattern of the railway vehicle, and when a calculation result of the terminal voltage of the storage battery exceeds the predetermined value, an electric brake pattern with reduced brake notches is regenerated, and the provisional running pattern is regenerated based on the electric brake pattern with reduced brake notches and a target arrival time at the target point.

15. A driving pattern determination method according to claim 11 or 14, characterized in that when generating or regenerating the provisional driving pattern, a maximum selectable acceleration notch is used.

16. A driving pattern determination method as claimed in claim 11 or 14, characterized in that, when the calculation result of the terminal voltage of the storage battery is less than a predetermined threshold, a provisional driving pattern with a reduced acceleration notch is regenerated, and when the calculation result of the terminal voltage of the storage battery is equal to or greater than the predetermined threshold, it is determined whether the calculation result of the terminal voltage of the storage battery is equal to or less than the predetermined value or exceeds the predetermined value.

17. A method for determining a running pattern as claimed in claim 11, comprising the steps of: calculating an amount of power consumption for the provisional running pattern using the calculation result of the storage battery terminal voltage; storing the calculated amount of power consumption; and determining the provisional running pattern corresponding to the smallest amount of power consumption among the stored amounts of power consumption as the running pattern of the railway vehicle.

Images