Control server, vehicle, and control method of control server

Abstract

The purpose of the present disclosure is to expand control parameters to enable long-term operation while maintaining vehicle performance, even when a storage battery system deteriorates. A control device according to the present disclosure is a control server for a storage battery system. The control server comprises: a deterioration degree calculation unit that calculates a degree of deterioration in the storage battery system of a specific vehicle from operation data of the specific vehicle; a load condition calculation unit that calculates a maximum load condition from the operation data of a plurality of vehicles; a first change plan creation unit that creates a first change plan for extending the usable range of the storage battery system according to the degree of deterioration in the storage battery system of the specific vehicle; and a second change plan creation unit that creates a second change plan for limiting the usable range set in the first change plan on the basis of the maximum load condition.

Description

Control server, vehicle, and control server control method

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

[0002] Railway lines consist of electrified sections where trains can receive power from overhead lines, and non-electrified sections where there are no overhead lines and no power supply. Traditionally, trains could not receive power in non-electrified sections, so they ran using diesel engines or other engines. However, in recent years, trains equipped with storage battery systems such as lithium-ion batteries have been widely used in non-electrified sections.

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

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

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

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

[0007] International Publication No. 2020 / 049773 International Publication No. 2011 / 061809

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

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

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

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

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

[0013] FIG. 1 is a diagram showing an SOC-OCV curve of a lithium-ion battery. FIG. 2 is a diagram showing an outline of a battery control system according to a first embodiment. FIG. 3 is a diagram showing an outline of a battery system. FIG. 4 is a diagram showing an outline of a battery box. FIG. 5 is a diagram showing an outline of a battery module. FIG. 6 is a diagram showing an outline of a control server. FIG. 7 is a diagram showing an outline of a control device. FIG. 8 is a flowchart showing a calculation process for a control change proposal. FIG. 9 is a flowchart showing a calculation process for a control change proposal. FIG. 10 is a diagram showing a change stage and changes in the values ​​of control parameters. FIG. 11 is a diagram showing a change stage and changes in the vehicle performance index. FIG. 12 is a diagram showing values ​​of control parameters related to the progression of deterioration. FIG. 13 is a diagram showing values ​​of vehicle performance indexes related to the progression of deterioration. FIG. 14 is a diagram showing an outline of a vehicle according to a modified example of the first embodiment. FIG. 15 is a diagram showing an outline of a vehicle according to a second embodiment. FIG. 16 is a diagram showing an outline of a control device according to the second embodiment. FIG. 17 is a flowchart showing a calculation process for a change proposal. FIG. 18 is a diagram showing values ​​of control parameters related to the progression of deterioration. FIG. 19 is a diagram showing values ​​of vehicle performance indexes related to the progression of deterioration.

[0014] In the present disclosure, battery degradation is primarily manifested in capacity, resistance, and self-discharge rate. For example, the capacity of a lithium-ion battery decreases as it deteriorates, and the degree of capacity degradation, which is the degree of capacity degradation, is manifested as a decrease in capacity retention rate. In this case, the decrease in capacity retention rate is calculated as the ratio of the chargeable / dischargeable charge of the lithium-ion battery to when it is unused. Similarly, the resistance of a lithium-ion battery increases as it deteriorates, and the degree of resistance degradation, which is the degree of resistance degradation, is manifested as a resistance increase rate. In this case, the increase in the resistance increase rate is calculated as the ratio of the resistance of the lithium-ion battery to when it is unused, and the resistance is calculated from measurements of a predetermined temperature, current value, current duration, and current value.

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

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

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

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

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

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

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

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

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

[0024] <Wheelset> The wheelset 9 is driven by the increased axle torque transmitted from the reducer 8 to accelerate or decelerate the vehicle 1A. A tachograph (not shown) for measuring the vehicle speed may also be attached to the wheelset 9.

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

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

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

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

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

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

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

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

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

[0034] <<Battery Box>> Next, the configuration of the battery box 21 will be described with reference to FIG. 4 . FIG. 4 is a diagram illustrating an overview of the battery box 21. The battery box 21 includes a battery module 211 (described later), a battery box control board 212, a box voltmeter 213, and a group ammeter 214. The battery modules 211 are connected in series or parallel, and the range in which the battery modules 211 are connected in series is referred to as a battery series group 22. Furthermore, the battery modules 211 are fixed and wired to a rack or the like in units of battery replacement units 23 (not shown) as replacement units that facilitate the work of manufacturing and replacing batteries. Each battery replacement unit 23 can be replaced from the battery box 21. This allows for faster battery removal and shorter replacement times compared to replacing each battery module 211 individually. The replacement unit is not limited to the battery replacement unit 23; in fact, various units, such as a replaceable box, unit, module, or cell, can be used as the replacement unit.

[0035] <<<Battery Box Control Board>>> At least one battery box control board 212 is installed for each battery box 21, and is capable of monitoring the status of the battery box 21, calculating the status of the battery box 21, sending signals to a higher-level control board, receiving signals from the higher-level control board, and controlling the battery box. The status of the battery box 21 can be monitored by receiving, for example, a current signal from the group ammeter 214, a voltage signal from the box voltmeter 213, a battery temperature signal and each cell voltage signal obtained from a cell controller board 2112 (described later).

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

[0037] For example, a detection signal or a calculated value received during status monitoring of the battery box 21 can be transmitted to the upper control board, which is the vehicle control device 13 or the data transceiver device 30. For example, a signal received from the upper control board can be a balancing target cell voltage, which is the minimum value among multiple box balancing target cell voltages, and an operation signal for the battery box circuit breaker.

[0038] Here, balancing is a general function of matching the voltage variations among the storage battery modules 211. It is desirable for the voltages of the multiple storage battery modules 211 included in the storage battery box 21 to always match. However, it is difficult to match the voltages at all times due to factors such as self-discharge of the storage battery modules 211, variations due to manufacturing errors of the storage battery modules 211, and variations in deterioration of the storage battery modules. Furthermore, if the voltage variations among the storage battery modules 211 become large, the voltage of the module with the highest voltage among the storage battery modules 211 in the storage battery box 21 will be limited during charging, and similarly, the voltage of the module with the lowest voltage among the storage battery modules 211 in the storage battery box 21 will be limited during discharging, preventing the storage battery box 21 from fully performing its performance. The same applies to the battery cells included in the storage battery modules 211.

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

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

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

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

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

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

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

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

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

[0048] Here, the representative deterioration level indicates the average or minimum value of the deterioration level for each (unit) of storage battery modules 211 in the storage battery system 20, but other units may be used. For example, it may be the average or minimum value of the deterioration level for each battery replacement unit 23, which is the unit for battery replacement. Furthermore, the maximum load condition is the condition that places the greatest load on the storage battery and that may cause malfunctions such as damage or explosion in the storage battery system 20, as calculated by the load condition detection unit 72 described below, and there are three types: overcharge, overdischarge, and overtemperature. Note that these three types of maximum load conditions are set as independent conditions.

[0049] 4, the box total voltage is the same for all the series battery groups 22 connected in parallel, so it is sufficient to use the voltage of any one of the series battery groups 22. The battery current value differs for each series battery group 22, so it is desirable to use information on the current values ​​of all the series battery groups 22. Similarly, the charging rate differs for each series battery group 22, so it is desirable to use information on the charging rates of all the series battery groups 22.

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

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

[0052] Furthermore, if the battery box control board 212 is capable of calculating the degree of deterioration, the battery data may include the degree of deterioration for each cell. In this case, the charging rate and degree of deterioration differ for each cell, but due to limitations on the battery box control board 212's computing power, the value calculated by the battery box control board 212 may be one value for each series group or box.

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

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

[0055] Furthermore, it is possible to calculate vehicle performance predictions, life predictions, battery malfunction impact predictions, and battery replacement plans, and transmit them to the operation control center 40 and the service vendor 50. Similarly, it is possible to calculate the representative deterioration level and maximum load conditions, transmit them to the recording device 80, and update the information recorded in the recording device 80.

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

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

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

[0059] <Deterioration Level Calculation Unit> The deterioration level calculation unit 71 can calculate an updated value of the representative deterioration level for a target train set, which is a specific train for which storage battery control is to be performed, based on operation data and the representative deterioration level recorded in the recording device 80. In this case, the target train set operation data is operation data related to the specific train (hereinafter referred to as the target train set) for which control parameters are to be updated using the second change plan obtained from the operation data. The representative deterioration level recorded in the recording device 80 is obtained from the battery data stored in the recording device 80. The deterioration level can generally be calculated using either a means for analyzing current and voltage data during normal use or a means for applying a dedicated current pattern for measuring the deterioration level and analyzing the data, but either means may be used.

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

[0061] In this case, the degree of deterioration of each cell can be calculated if the voltage data of each cell and the current data of all series groups are available. Even if the cell controller board 2112 cannot acquire all cell data due to limitations on the data volume of the network bandwidth, it is desirable to calculate the average degree of deterioration within the module and the minimum degree of deterioration that is the most deteriorated. In this case, the average degree of deterioration within the module is calculated using the average voltage and current of the storage battery module 211. Similarly, the minimum degree of deterioration is the smaller of the degree of deterioration calculated using the maximum voltage or the minimum voltage of the cells included in the storage battery module 211.

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

[0063] <Load Condition Detection Unit> The load condition detection unit 72 is a functional unit that detects, from the operation data of all trains, the maximum load condition, which is the most severe condition when the second change plan creation unit 74 calculates the conditions for avoiding a malfunction. To calculate the maximum load condition, the load condition detection unit calculates the maximum load condition based on the operation data of all trains and the maximum load condition recorded in the recording device 80. The calculated maximum load condition is also transmitted to the second change plan creation unit 74. The load condition detection unit 72 can calculate the maximum load condition by (1) extracting a combination of proven load condition parameters, or (2) combining the worst-case conditions of each element of the load condition parameters. For example, when the load condition detection unit 72 evaluates the maximum load condition in terms of overcharge voltage, the elements of the load condition parameters related to the overcharge voltage are the battery SOC, battery current, and battery temperature.

[0064] (1) In the method of extracting a proven combination of load condition parameters, the operation data of all train sets is searched to obtain the moment when the cell voltage is highest. At the same time, the instantaneous values ​​of the load condition parameters at that moment, namely the battery SOC, battery current, and battery temperature, are obtained, and those conditions can be set as the maximum load conditions. This method of combining proven load condition parameters is suitable when the elements of the load condition parameters used in overvoltage evaluation are not independent of each other and are indicators that interfere with each other in terms of control.

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

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

[0067] <First change plan creation unit> The first change plan creation unit 73 is a calculation unit that checks the performance of vehicle 1A whose vehicle performance has deteriorated due to deterioration of storage battery system 20, so that the vehicle performance required for each train can be satisfied, and calculates a first change plan within a range that ensures the required performance. Furthermore, the first change plan creation unit 73 recognizes the deterioration of storage battery system 20 based on the representative deterioration level calculated by the deterioration level calculation unit 71, and transmits the calculated first change plan to the second change plan creation unit 74. Furthermore, because vehicle performance indicates the performance required to comply with the operation method (diagram) of a certain line, the content of the first change plan differs even for the same vehicle if the operation method is different.

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

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

[0070] Similarly, the amount of available energy means the cruising distance between charging stations or the time that auxiliary equipment can be used when the train is stopped in the case of a battery-powered train, and in the case of a hybrid diesel railcar, it means the cruising distance within the interval between engine charging or the time that auxiliary equipment can be used when the train is stopped. Also, in a hybrid diesel railcar, a decrease in the amount of available energy shortens the interval between engine charging, leading to a decrease in fuel efficiency and CO ２ This will increase the amount of emissions and affect noise generation.

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

[0072] The amount of usable energy as a vehicle performance corresponds to the amount of usable energy of the storage battery system 20. Furthermore, the amount of energy charged and discharged from the battery is the integral of the battery's current and voltage, which is different from the amount of charge, which is the integral of the current. However, there is generally a positive correlation between these, and to simplify the calculation, securing the amount of energy will be described here as securing the amount of charge. Therefore, when calculating the amount of energy, the simplest way is to multiply the amount of charge by the rated voltage of the system, which can be approximately calculated as the amount of energy of the system.

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

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

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

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

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

[0078] Next, we will explain how the maximum available power in a specific current / voltage limit range of a battery system decreases with deterioration. When the maximum available power of a battery system according to the degree of deterioration is limited by the upper and lower closed circuit voltage limits, the maximum available charging power W use,chg[W / system] is expressed by the following equation (3). Similarly, the maximum available discharge power W use,dis [W / system] is expressed by the following equation (4).

[0079] Similarly, if the maximum charge current and maximum discharge current are limited, the maximum available charge power W use,chg [W / system] is expressed by the following equation (5).

[0080] Similarly, the maximum available discharge power W use,dis [W / system] is expressed by the following equation (6), where N[A / system] is the number of cells in the system.

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

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

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

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

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

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

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

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

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

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

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

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

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

[0094] Such restrictions often have a negative impact on railway vehicle performance, limiting power running performance, limiting regenerative absorption capacity, reducing usable energy (cruising range, auxiliary equipment usable time), etc. In addition, if current is applied to the battery without limiting vehicle performance, battery overvoltage may occur, causing the battery system to shut down in a protective operation, separating the battery from the vehicle system, and in the worst case scenario, causing the vehicle to stop.

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

[0096] Many battery systems are designed to meet a certain battery performance requirement even in a degraded state, meaning that the battery system has ample charge capacity and maximum power when it is less degraded. However, when battery control parameters are predetermined to ensure vehicle performance when the battery is degraded, problems arise, such as using a battery at a charging rate that unnecessarily increases battery degradation, because the rate of battery degradation depends on the charging rate, current value, and temperature used. For these reasons, when managing battery systems for railway vehicles, it is not sufficient to simply consider the average value of the battery system; it is important to consider the characteristics of each individual replacement unit that makes up the battery system.

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

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

[0099] Next, we will explain specific problems that may occur in battery cells. There are two types of overvoltages and SOCs that arise from variations in the degree of deterioration of battery cells: those caused by variations in cell capacity within a series connection, and those caused by variations in series group resistance within a parallel connection.

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

[0101] When the series-connected battery cells charge and discharge the same amount of charge due to this malfunction, the smaller the capacity maintenance rate, the greater the change in the charging rate. For example, when a storage battery system 20 including a battery cell k is connected in series and the charging rates in the system are aligned to the initial charging rate SOC0(t1), and an arbitrary current I k [A / cell] (charge is positive) is applied. At this time, the actual change in the charge rate of cell k, ΔSOC act,k [%] is expressed by the following formula (9).

[0102] Note that cell k is the representative degradation degree of each module calculated by the module representative degradation degree calculation unit, and it is assumed that at least the most degraded cell of each module has been calculated.

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

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

[0105] At this time, the charging rate of each cell k is expressed by the following equation (11). Furthermore, depending on whether the current integral value given by the following equation (12) indicates charging or discharging, the battery with the most deteriorated capacity will have the highest or lowest charging rate.

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

[0107] In order to suppress such a problem, ΔSOC act,k In order to prevent the charge rate range ΔSOC of the most degraded cell from changing from before degradation, the change amount ΔSOCsys [%] of the battery system is expressed by the following equation (13):

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

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

[0110] Also, the polarization voltage V p,k is expressed by the following equation (15), and the current I k [A / cell] and resistance increase rate SOHR k It is approximated by the product of [%] and DCR0 [Ω / cell], which is the cell resistance when unused. Here, the cell resistance DCR0 varies depending on the cell temperature T k [K], cell charge rate SOC k [%], current duration t I [h], current I k It becomes a function of [A / cell].

[0111] In addition, the cell with the most deteriorated capacity reaches the highest and lowest charge rates. Furthermore, since the deterioration of resistance has a positive correlation with the deterioration of capacity, the polarization voltage V p,k Therefore, the closed circuit voltage of the storage battery with the most deteriorated capacity will be at its maximum value when charging. Similarly, it will be at its minimum value when discharging, which may exceed the usable range specified by the cell manufacturer and lead to a charging overvoltage or discharging overvoltage state.

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

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

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

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

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

[0117] Problems caused by capacitance variation within a series connection and problems caused by series group resistance variation within a parallel connection do not occur separately, but can occur simultaneously. This is because the resistance variation within a series group is the sum of the series-parallel connections of all cells in the series group, but capacitance variation occurs at a low capacitance per cell, so they are caused by different factors.

[0118] For example, if current concentrates in a series string with low average resistance (i.e., little degradation) due to series string resistance variation, and then the degradation varies within that series string, current will concentrate in the cell with the most capacity degradation. In this state, the capacity-degraded cell can easily become overcharged and overvoltage compared to a battery system with multiple series strings without resistance variation.

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

[0120] Therefore, the second modification plan creating unit 74 can narrow the usable state of charge range and the maximum current range in accordance with the series group resistance variation within the parallel connection. In particular, to avoid overvoltage problems due to series group resistance variation within the parallel connection, narrowing the maximum current range is more effective than narrowing the usable state of charge range because SOC variation between series groups is smoothed out by cross current (current flowing due to voltage differences between parallel series groups) at low currents.

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

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

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

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

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

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

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

[0128] <Control Change Proposal Calculation Process> Next, the control change proposal calculation process will be described with reference to Figs. 8 and 9. Figs. 8 and 9 are flowcharts showing the control change proposal calculation process. Note that because deterioration of storage battery modules often does not progress rapidly, the flowcharts shown in Figs. 8 and 9 are assumed to be executed approximately once a month, but may be executed at other frequencies. For example, in cases where the degree of deterioration changes significantly, such as immediately after battery replacement work, the process may be executed once a month or less.

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

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

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

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

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

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

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

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

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

[0138] (Step S110) In step S110, the operation control center 40 and the service vendor 50 verify the validity of the received control change proposal (or the second control change proposal). At this time, the validity verification can take into account the battery malfunction impact prediction, vehicle performance prediction, and lifespan prediction that were also transmitted. If the proposal is valid, proceed to step S111; if the proposal is invalid, proceed to step S112.

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

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

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

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

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

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

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

[0146] Four lines are defined for the control parameter values: (1) a vendor-set upper limit line, (2) a vehicle performance assurance line, (3) a malfunction avoidance line, and (4) a minimum vehicle performance line. First, the (1) vendor-set upper limit line is the upper limit for expanding the control parameters of the storage battery module 211 set by the service vendor 50. (1) Expanding the control parameters beyond the vendor-set upper limit line will cause malfunctions in the storage battery module 211, so the control parameters cannot be expanded beyond this upper limit line. Furthermore, the control parameters corresponding to this line remain constant regardless of battery degradation. (2) The vehicle performance assurance line is a line for ensuring ideal vehicle performance for normal operation for a specific vehicle type and route. The control parameters that satisfy this line shift upward as the storage battery deteriorates. In other words, as the storage battery deteriorates, the vehicle performance that can be achieved with the same control parameters decreases, and it becomes necessary to expand the control parameters (increase in the figure) to ensure vehicle performance. (3) The malfunction avoidance line is a line for avoiding malfunctions under the highest load conditions for a given vehicle type and route, and control parameters cannot be expanded beyond this malfunction avoidance line. The control parameters that satisfy this line shift downward as the storage battery deteriorates. In other words, as the storage battery deteriorates, the risk of overvoltage or SOC exceedance increases, particularly in the most deteriorated cells, making it necessary to restrict the control parameters (downward in the figure). Therefore, the more the storage battery deteriorates, the narrower the range of control parameter choices becomes. (4) The minimum vehicle performance line is a line for ensuring the minimum vehicle performance required for normal operation for a given vehicle type and route. The control parameters that satisfy this line shift upward as the storage battery deteriorates. For the same reason as (2) the vehicle performance assurance line, in order to ensure minimum vehicle performance even when the storage battery is degraded, it becomes necessary to expand the control parameters (upward in the figure) to ensure vehicle performance.

[0147] <Change Stage and Change in Vehicle Performance Index> Next, the change stage and change in vehicle performance index will be described with reference to FIG. 11 . FIG. 11 is a diagram showing the change stage and change in vehicle performance index. In FIG. 11 , the horizontal axis indicates the stage of change in the control parameter. The vertical axis indicates the value of an arbitrary vehicle performance index, with the upward direction indicating a better value of the vehicle performance index and the downward direction indicating a worse value of the vehicle performance index. In FIG. 11 , the driving range of vehicle 1A is shown to be longer as it moves upward and shorter as it moves downward.

[0148] As shown in FIG. 11 , in the normal control stage, the vehicle control index is not increased significantly, and the vehicle is operated, for example, with a suppressed state of charge. Then, when the storage battery gradually deteriorates, the vehicle performance is increased to ensure the (2) vehicle performance assurance line. However, as the storage battery deteriorates further, the value of the vehicle performance index that satisfies the (2) vehicle performance assurance line will become insufficient. In this case, in the malfunction avoidance stage, the value of the vehicle performance index is reduced so as not to fall below the (4) minimum vehicle performance line. Then, if the vehicle performance value inevitably falls below the (4) minimum vehicle performance line, battery replacement is necessary. Regarding the relationship between the first and second modification proposals described above, the first modification proposal is a modification proposal at the stage from normal control to vehicle performance assurance, and the second modification proposal is a modification of the first modification proposal that worsens the vehicle performance index to avoid the malfunction.

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

[0150] <Effects> Next, the effect of extending battery life of the storage battery control system of the present disclosure will be described with reference to FIG. 13 . FIG. 13 is a diagram showing values ​​of a vehicle performance index related to the progression of deterioration. The horizontal axis represents the usage history (time) of the battery system. The vertical axis represents the value of an arbitrary vehicle performance index. In FIG. 13 , as in FIG. 11 , lines are used to depict changes due to usage history for (2) the vehicle performance assurance line, (4) the minimum vehicle performance line, and (5) the conventional (fixed value control). In the case of (5) the conventional (fixed value control), fixed value control, which is the conventional control value, is performed as the value of the vehicle performance index from an unused state. As a result, the rate of deterioration of the storage battery is rapid, and the battery replacement date, when the value falls below the (4) minimum vehicle performance line, is reached sooner. In contrast, in the present disclosure, since vehicle performance is maintained from the time of unused use, the battery is used along the (2) vehicle performance assurance line, thereby suppressing battery deterioration and extending the period until battery replacement compared to conventional control.

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

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

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

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

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

[0156] FIG. 15 is a diagram illustrating an overview of a vehicle 1C according to a second embodiment. The control server 60 of the vehicle 1C includes a recording device 80, a control device 70, a change command device 90, and an operation review proposal device 95, and is capable of calculating a review proposal for reviewing the operation of the target vehicle 1C based on data received from multiple vehicles 1C. The review of operation means changing the configuration of the vehicle 1C, such as changing the route on which it runs or the time of travel. This allows the vehicle 1C to extend its service life without having to replace its deteriorated battery.

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

[0158] Furthermore, the operation review proposal device 95 may begin proposing an operation review after the battery degradation occurs and the second change plan creation unit 74 begins to limit the first change plan calculated by the first change plan creation unit 73. In other words, the proposal begins after T1 in FIG. 12 . The operation review proposal may include a change in assigned work and a revision of the schedule. On railway lines, the departure and arrival stations and speeds of all trains are managed by schedules, and each train runs a different work. Depending on the work, the required vehicle performance and the probability of malfunctions vary, and high-load work makes it more likely that a battery shortage will occur. Therefore, when battery degradation makes it difficult to ensure vehicle performance or avoid malfunctions during high-load work, it is useful to prioritize a change to a low-load work. To achieve this, it is necessary to analyze the load of each work and organize and save the maximum load conditions.

[0159] Railway lines are managed by a schedule, which defines when and at which stations all trains on the line depart and arrive, and at what speeds. For each train, a schedule defines when and at which stations they depart and arrive, and at what speeds they run. Typically, a single schedule has multiple schedules, and each schedule has a different running method, even for the same train type on the same line. Each schedule requires different vehicle performance and conditions for avoiding malfunctions. Even on the same route, high-load routes are prone to battery shortages if, for example, the trains stop at stations where the batteries are charged or do not charge, for short periods. Furthermore, high daytime running frequency can lead to overheating. Changing the assigned schedule means prioritizing low-load schedules for trains whose batteries have deteriorated and are no longer able to maintain vehicle performance or avoid malfunctions due to high-load schedules. To perform this allocation accurately, it is necessary to analyze the load of each job in advance, and a load condition review unit 77, which will be described later, organizes the maximum load conditions for each job and stores them in a recording device 80. Unlike revising the route diagram, changing the job assignment does not affect passengers.

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

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

[0162] Next, a control device 70 according to a second embodiment will be described with reference to Fig. 16. Fig. 16 is a diagram showing an overview of the control device 70 according to the second embodiment. The control device 70 according to the second embodiment differs from the control device 70 according to the first embodiment described in Fig. 7 in that the load condition detection unit 72 is replaced with a load condition review unit 77. In the following description, components that are the same as or equivalent to those in the control device 70 according to the first embodiment described above are denoted by the same reference numerals, and descriptions thereof will be simplified or omitted.

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

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

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

[0166] <Calculation process of proposed changes> Next, the calculation process of proposed changes will be described with reference to Fig. 17. Fig. 17 is a flowchart showing the calculation process of proposed changes. Furthermore, steps S101 to S113 are the same as the calculation process of proposed changes in the first embodiment, and therefore their description will be omitted.

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

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

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

[0170] <Control Parameters Associated with Deterioration Progression> Next, the values ​​of control parameters associated with the progression of deterioration will be described with reference to FIG. 18 . FIG. 18 is a diagram illustrating the values ​​of control parameters associated with the progression of deterioration. The horizontal axis represents the usage history (time) of the battery system, and as the usage history increases, the battery deteriorates. The vertical axis represents the value of an arbitrary control parameter. Similar to FIG. 12 , FIG. 18 uses lines to depict changes due to usage history in (1) the vendor-set upper limit value, (2) the vehicle performance assurance line, (3) the malfunction avoidance line, (4) the minimum vehicle performance line, and (5) the conventional (fixed value control). Similarly to FIG. 12 , the bold lines in FIG. 18 indicate the transition of the control parameter values ​​in the second embodiment of the present disclosure. During the period from the unused state until the operation change at T2, the control parameter values ​​are limited by the first change plan. Then, after the (2) vehicle performance assurance line and (3) malfunction avoidance line intersect due to the progression of deterioration at T2, an operation change is performed, and the value of the vehicle performance assurance line (6) is changed to reflect the operation change again. After that, once the (6) vehicle performance assurance line intersects with the (7) problem avoidance line again, operation is performed along the (7) problem avoidance line, and the battery replacement date is reached when the (8) minimum vehicle performance line intersects with the (7) problem avoidance line. Here, when the (6) vehicle performance assurance line intersects with the (7) problem avoidance line, another operation change may be performed. This reduces the load on the battery, slowing down the rate of battery deterioration and suppressing the rate of change in the control parameters after the operation change.

[0171] <Effects> Next, the effects will be described with reference to FIG. 19 . FIG. 19 is a diagram showing values ​​of a vehicle performance index related to the progression of deterioration. The horizontal axis represents the usage history (time) of the battery system, and as time increases, the battery in the system deteriorates. The vertical axis represents the value of an arbitrary vehicle performance index. Similar to FIG. 17 , FIG. 19 depicts changes due to usage history of (2) vehicle performance assurance line, (6) vehicle performance assurance line, (8) minimum vehicle performance line, and (5) conventional (fixed value control) with lines. On the other hand, in this embodiment, after the control parameter intersects with (3) malfunction avoidance line as shown in FIG. 13 , vehicle performance is reduced, but the vehicle is operated along (6) vehicle performance assurance line. In FIG. 18 , after (6) vehicle performance assurance line intersects with (7) malfunction avoidance line, vehicle performance is limited to (7) malfunction avoidance line, and when it intersects with (8) minimum vehicle performance line, the battery is replaced. This allows vehicle 1C to be operated for a longer period of time than in Example 1 by reviewing its operation without replacing the battery.

[0172] Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications are possible within the scope of the gist of the present invention.

[0173] 1A, 1B, 1C: vehicle, 2: pantograph, 3: engine, 4: generator, 5: converter, 6: motor inverter, 7: motor, 8: reducer, 9: wheelset, 10: auxiliary inverter, 11: auxiliary equipment, 12: cab, 13: vehicle control device, 14: overhead line, 20: battery system, 21: battery box, 22: battery series group, 23: battery exchange unit, 30: data transmitter / receiver, 40: operation control center, 50: service vendor, 60: control Server, 70: control device, 71: deterioration level calculation unit, 72: load condition detection unit, 73: first change plan creation unit, 74: second change plan creation unit, 75: life prediction unit, 76: battery replacement planning unit, 77: load condition review unit, 80: recording device, 90: change command device, 95: operation review proposal device, 211: storage battery module, 212: battery box control board, 213: box voltmeter, 214: group ammeter, 2111: storage battery cell, 2112: cell controller board

Claims

1. A control server equipped with a control device for a storage battery system, the control device comprising: a deterioration level calculation unit that calculates the deterioration level of the storage battery system of a specific vehicle from operation data of the specific vehicle; a load condition calculation unit that calculates a maximum load condition from operation data of multiple vehicles; a first modification plan creation unit that creates a first modification plan to expand the usable range of the storage battery system according to the deterioration level of the storage battery system of the specific vehicle; and a second modification plan creation unit that creates a second modification plan to limit the usable range of the first modification plan based on the maximum load condition.

2. A control server according to claim 1, characterized in that the control server is provided with an operation review proposal device, and the operation review proposal device proposes a change in the work of a specific vehicle or a change in the timetable after the second change proposal creation unit creates the second change proposal.

3. A control server according to claim 1 or 2, wherein the degree of deterioration calculated by the deterioration degree calculation unit is a representative degree of deterioration which is the average or minimum value of the degree of deterioration for each replacement unit of the battery system; the maximum load condition calculated by the load condition calculation unit is a condition which combines at least two of battery SOC, battery current, battery temperature, maximum air temperature and effective current value in the operation data of a plurality of vehicles; the first change plan creation unit creates a first change plan which expands the usable charging range to satisfy the amount of usable energy required for the specific vehicle and expands the upper and lower closed circuit voltage limits or the maximum current range to satisfy power running and regeneration performance; and the second change plan creation unit creates a second change plan which suppresses the amount of change in the charging rate so that the storage batteries for each replacement unit in the battery system do not exceed the usable range of the batteries under the maximum load condition.

4. A control server according to any one of claims 1 to 3, wherein the degree of deterioration calculated by the deterioration degree calculation unit includes either a capacity deterioration degree or a resistance deterioration degree, and wherein the second change plan creation unit limits the maximum current range based on the variation in the degree of deterioration for each replacement unit of the storage battery system.

5. A storage battery control system in which a control server for the storage battery system and a plurality of vehicles equipped with a storage battery system are connected via a network, wherein the plurality of vehicles transmit their respective operation data to the control server, and the control server comprises: a deterioration degree calculation unit that calculates the deterioration degree of the storage battery system for each specific vehicle based on the operation data received from the plurality of vehicles; a load condition calculation unit that calculates the maximum load condition from the operation data of the plurality of vehicles; a first modification plan creation unit that creates a first modification plan to expand the usable range of the storage battery system based on the deterioration degree; a second modification plan creation unit that creates a second modification plan to limit the usable range of the storage battery system based on the first modification plan based on the maximum load condition; and a modification command device that transmits the first modification plan and the second modification plan to each of the specific vehicles.

6. A battery control system as described in claim 5, wherein the plurality of vehicles are equipped with a deterioration level calculation unit that calculates the deterioration level of the battery system for each vehicle based on operation data, the plurality of vehicles transmit the calculated deterioration levels to the control server, and the control server creates a first modification plan to expand the usable range of the battery system based on the deterioration levels received from each vehicle.

7. A vehicle equipped with a storage battery, the vehicle comprising: a deterioration level calculation unit that calculates the deterioration level of the storage battery system for each vehicle based on operation data; and a data transmission / reception device that transmits the deterioration level to a control server and receives from the control server a first modification plan that expands the usable range of the storage battery system based on the deterioration level, and a second modification plan that creates a second modification plan that limits the usable range based on the maximum load condition and is based on operation data of multiple vehicles.

8. A vehicle as claimed in claim 7, characterized in that the vehicle comprises: a load condition calculation unit that calculates maximum load conditions from the operation data of a plurality of vehicles; a first modification plan creation unit that creates a first modification plan to expand the usable range of the battery system in accordance with the degree of deterioration of the battery system of a particular vehicle; and a second modification plan creation unit that creates a second modification plan to limit the usable range of the first modification plan based on the maximum load conditions.

9. A control method for a storage battery system in a control server as described in any one of claims 1 to 4, characterized in that a deterioration level calculation unit calculates the deterioration level of the storage battery system of a specific vehicle based on operation data of the specific vehicle, a load condition calculation unit calculates a maximum load condition based on operation data of multiple vehicles, a first modification plan creation unit creates a first modification plan that expands the usable range of the storage battery system according to the deterioration level of the storage battery system, and a second modification plan creation unit creates a second modification plan that limits the usable range of the first modification plan based on the maximum load condition.

10. A control method for a control server according to claim 9, characterized in that the second change plan creation unit proposes a change to the work of a specific vehicle or a change to the timetable after revising the second change plan.

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