On-vehicle device, railway car, and charging / discharging method for storage battery

Abstract

Provided is an on-vehicle device that is mounted on a train 70 that carries out division between railway vehicles 50, 60 during operation, the on-vehicle device determining a charging / discharging method of a storage battery 30 included in the train 70. The on-vehicle device is characterized by using operation information including the distance to a chargeable location, which is a location at which the vehicles 50, 60 constituting the train 70 can be charged, to thereby calculate, for each divided vehicle group, a divided vehicle traveling power amount as an amount of power required to reach the chargeable location, and determining, on the basis of the divided vehicle traveling power amount and operation information that includes the charging rate of the storage battery 30, a method for using the storage battery 30 up to a division location at which the train 70 is divided. Through such a configuration, a usage method can be realized that takes into account the amount of power required for each vehicle after division if a plurality of vehicles are connected and operated, and the plurality of vehicles are subsequently divided along the route and caused to travel individually, and as a result, an on-vehicle device and a charging / discharging method for a storage battery, which can achieve a reduction in the environmental load and a reduction in operation costs, can be provided.

Description

On-board device, railway vehicle, and battery charging / discharging method

[0001] The present invention relates to an on-board device, a railway vehicle, and a method for charging and discharging a storage battery, and more particularly to an on-board device that determines a method for charging and discharging a storage battery mounted on a train.

[0002] Compared to other modes of transportation, railways are more energy efficient, and promoting railway use can contribute to reducing the environmental impact of the entire transportation sector and solving the problem of global warming. In order to further reduce the environmental impact, it is effective to introduce energy-efficient vehicles. One example is vehicles that use storage batteries as part or all of their power source.

[0003] Patent Literature 1 discloses a railway vehicle comprising a plurality of connected cars, in which at least two or more cars are equipped with power storage devices each having a power storage device, and information is communicated between the plurality of power storage devices, and the discharging or charging operation of the power storage device is controlled based on the information. Patent Literature 2 discloses a railway vehicle comprising a plurality of connected cars, in which at least two or more cars are equipped with power storage devices each having a power storage device, and information is communicated between the plurality of power storage devices. The communicated information is one of voltage information of the power storage device, charge / discharge current information of the power storage device, temperature information of the power storage device, remaining energy information of the power storage device, operation history of the power storage device, fault information of the power storage device, DC voltage information between input / output terminals of the power storage device, temperature information of the power storage device, and charge / discharge operation information of the power storage device. The power storage device controls the discharging or charging operation based on the information.

[0004] JP 2008-29149 A JP 2012-29560 A

[0005] For vehicles using storage batteries, efficient battery operation is important. To achieve this, technologies have been proposed to suppress battery degradation, extend battery life, and efficiently charge and discharge batteries. Conventional technologies include a centralized energy storage device control system that centrally manages management information for storage batteries driving multiple inverters and controls the charging and discharging of the storage batteries. However, these conventional technologies do not take into account operational information such as route information, vehicle information, and traffic information, which significantly affect the usage of storage batteries, and therefore are unable to fully utilize the power of multiple storage batteries throughout the entire operation. Furthermore, it is unclear how to coordinate the charging and discharging of multiple storage batteries to optimally utilize their power. The objective of the present invention is to reduce environmental impact and operating costs when multiple vehicles are coupled together and then split along a route to run independently, by determining a usage method that takes into account the power required by each vehicle after the split.

[0006] In order to solve the above problems, the present invention provides an on-board device that is mounted on a train that splits into separate car groups during operation and determines a method of charging and discharging the train's storage batteries. The on-board device uses operation information including the distance to a chargeable point where each of the divided car groups that make up the train can be charged to calculate, for each divided car group, the amount of electric power required to reach the chargeable point, and determines how to use the storage batteries up to the split point based on operation information including the charge rate of the storage batteries and the amount of electric power required to run the divided car. In this case, when multiple cars are operated coupled together and then split along a route and run independently, determining how to use the storage batteries taking into account the amount of electric power required by each car after the train splits can reduce environmental impact and operating costs.

[0007] Here, for example, the on-board equipment determines the usage method based on whether each divided vehicle group can reach the chargeable point using only the storage battery. In this case, a more appropriate storage battery usage method can be selected depending on whether each divided vehicle group can reach the chargeable point using only the storage battery. Furthermore, for example, if all divided vehicle groups can reach the chargeable point using only the storage battery, the on-board equipment determines the usage method based on the SOH (State of Health) value of the storage battery. In this case, it is possible to suppress the occurrence of breakdowns or malfunctions due to deterioration of the storage battery. Furthermore, for example, if one or more divided vehicle groups cannot reach the chargeable point using only the storage battery, the on-board equipment preferentially uses the storage battery of the divided vehicle group that can reach the chargeable point using only the storage battery to drive the divided vehicle group. In this case, it is possible to reduce engine power. Furthermore, for example, each divided car group is equipped with a current collector, and the on-board equipment charges the storage batteries in sections where current can be collected by the current collector, and when the train enters a section where current cannot be collected by the current collector, charges the storage batteries from the divided car group that can reach a chargeable point using only the storage batteries to the divided car group that cannot reach a chargeable point using only the storage batteries. In this case, engine power can be reduced. For example, within the range of the train's driving force output required to maintain the train's schedule, the storage batteries of divided car groups whose storage battery power exceeds the divided car running power amount use an amount of power equal to or greater than the divided car running power amount, and the storage batteries of divided car groups whose storage battery power is equal to or less than the divided car running power amount use an amount of power equal to or less than the divided car running power amount. In this case, engine power can be reduced. Furthermore, when the storage battery power of all divided car groups exceeds the divided car running power amount, the storage batteries of each divided car group use the amount of power required for the train to run. In this case, all of the divided cars can reach the charging point using only the storage batteries. The present invention also relates to a railway vehicle equipped with the above-described on-board device.

[0008] The present invention also provides a method for charging and discharging a storage battery installed on a train that splits into separate vehicle groups during operation, in which a processor executes a program stored in a memory to calculate, for each separate vehicle group, an amount of electric power required to reach the chargeable point, using operation information including the distance to the chargeable point where each separate vehicle group of the train can be charged, and to determine a method for using the storage batteries up to the split point based on the operation information including the charge rate of the storage batteries and the amount of electric power required to run the separate vehicle. In this case, when multiple cars are coupled together for operation and are split along a route to run independently, determining a method of using the storage batteries taking into account the amount of electric power required by each car after the split can reduce environmental impact and operating costs.

[0009] Here, for example, the usage method is determined based on whether each divided vehicle group can reach the chargeable point using only the storage battery. In this case, a more appropriate storage battery usage method can be selected depending on whether each divided vehicle group can reach the chargeable point using only the storage battery. Furthermore, for example, if all divided vehicle groups can reach the chargeable point using only the storage battery, the usage method is determined based on the SOH (State of Health) value of the storage battery. In this case, it is possible to prevent breakdowns and malfunctions due to storage battery degradation. Furthermore, for example, if one or more divided vehicle groups cannot reach the chargeable point using only the storage battery, the usage method is to preferentially use the storage battery of the divided vehicle group that can reach the chargeable point using only the storage battery to drive the divided vehicle group. In this case, it is possible to reduce engine driving. Furthermore, for example, each divided vehicle group is equipped with a current collector, and as a usage method, the storage battery is charged in a section where current can be collected by the current collector, and when entering a section where current cannot be collected by the current collector, the divided vehicle group that can reach the chargeable point using only the storage battery charges the divided vehicle group that cannot reach the chargeable point using only the storage battery. In this case, engine drive can be reduced. Then, for example, within the range of train driving force output required for the train to comply with the schedule, it is determined that storage batteries included in divided vehicle groups whose storage battery power exceeds the divided vehicle running power amount use an amount of power equal to or greater than the divided vehicle running power amount, and storage batteries included in divided vehicle groups whose storage battery power is equal to or less than the divided vehicle running power amount use an amount of power equal to or less than the divided vehicle running power amount. In this case, engine drive can be reduced. Furthermore, for example, if the storage battery power amounts included in all divided vehicle groups exceed the divided vehicle running power amount, the storage batteries included in each divided vehicle group use the amount of power required for the respective divided vehicle group to run. In this case, all divided vehicle groups can reach the charging point using only the storage batteries.

[0010] According to the present invention, when multiple vehicles are coupled together and operated, and then split along a route to run independently, it is possible to reduce the environmental load and operating costs by determining a usage method that takes into account the amount of electricity required by each vehicle after the split.

[0011] FIG. 1 is a diagram showing the configuration of a vehicle including a vehicle control device according to a first embodiment of the present invention. FIG. 2 is a schematic diagram for explaining an example of an operation when a calculation unit of the vehicle control device according to the present embodiment calculates the total amount of power required to reach a chargeable point and further determines an optimal method of using the storage batteries of each vehicle. FIG. 3 is a flowchart showing the procedure for determining an optimal method of using the storage batteries of each vehicle in the present embodiment. FIG. 4 is a diagram showing the configuration of a vehicle control device according to a second embodiment of the present invention. FIG. 5 is a flowchart showing the procedure for determining an optimal method of charging the storage batteries of each vehicle in the present embodiment. FIG. 6 is a diagram showing the configuration of a vehicle control device according to a third embodiment of the present invention. FIG. 7 is a flowchart showing the procedure for determining an optimal method of using the storage batteries of each vehicle in the present embodiment.

[0012] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described in detail below with reference to the accompanying drawings.

[0013] FIG. 1 is a diagram showing the configuration of a vehicle 50 and a vehicle 60 including a vehicle control device 10 according to a first embodiment of the present invention. The vehicle 50 and the vehicle 60 are examples of railway vehicles. The vehicle control device 10 is an example of an on-board device mounted on a train 70 that divides into the vehicles 50 and 60 during operation and determines a charging and discharging method for the storage batteries of the train 70. The vehicle control device 10 is a device mounted on each of the vehicles 50 and 60 to control various devices provided on the vehicles 50 and 60, such as an inverter device 20, a storage battery 30, and an engine 40. The inverter device 20 converts DC voltage supplied from the storage battery 30 into AC voltage and controls the rotation speed of an electric motor (not shown) that serves as a power source for propelling the vehicles 50 and 60. The storage battery 30 is charged with regenerative power generated by the electric motor during deceleration and discharged during power running to drive the electric motor. The storage battery 30 is not particularly limited as long as it is a rechargeable secondary battery, but may be, for example, a lithium-ion battery or a nickel-metal hydride battery. The engine 40 is an internal combustion engine or an external combustion engine, for example, a diesel engine.

[0014] Furthermore, the vehicles 50 and 60 equipped with the vehicle control device 10 are an example of a divided vehicle group, and are coupled together to operate as a train 70. The train 70 may be any vehicle that is divided along a route. For simplicity, in this embodiment, the vehicles 50 and 60 are described as a divided vehicle group that constitutes the train 70, and are described as running as vehicles 50 and 60 after division; however, the same effect can be achieved even if one or both of the vehicles 50 and 60 are a vehicle group of two or more.

[0015] The vehicle control device 10 includes a recording unit 101, a sensor unit 102, a transmission / reception unit 103, a calculation unit 104, and a control unit 105. The recording unit 101 stores operation information, including a schedule of the vehicle, distances to points equipped with facilities for charging the storage battery 30 (hereinafter sometimes referred to as charging points), curve and gradient information, and the like, and transmits the information to the calculation unit 104. Here, charging points include points where the storage battery 30 can be temporarily charged, such as stops equipped with charging facilities or electrified sections along the way. However, points where the storage battery 30 can be fully charged, such as turnaround stations or depots, are preferable. As will be described in detail later, the risk of running out of power can be reduced by calculating power consumption using operation information up to points where the storage battery 30 can be fully charged and determining how to use the storage battery 30. The sensor unit 102 acquires operation information, such as the remaining capacity and state of health (SOH) value of the storage battery 30 of the vehicle, the usage status of the engine 40, the temperature inside the vehicle, and the occupancy rate, and transmits the information to the calculation unit 104. The transmitting / receiving unit 103 transmits and receives operation information and operational information between vehicles and transmits the information to the calculation unit 104 .

[0016] Based on the operation information acquired from the recording unit 101, the operational information acquired from the sensor unit 102, and the operation information and operational information for the entire train received via the transceiver unit 103, the calculation unit 104 calculates the total amount of power required to reach a charging point (hereinafter, sometimes referred to as the divided vehicle running power amount), determines how to use the storage batteries 30 of each vehicle, and transmits the calculated amount to the control unit 105. Here, the divided vehicle running power amount may be the sum of the amount of discharge of the storage batteries 30 required for running and the amount of discharge of the storage batteries 30 required for other purposes such as air conditioning and lighting. However, it is more preferable to use a net amount of power that also takes into account charging at temporary charging points and regeneration. Using the net amount of power allows for a more accurate calculation of the actual amount of power, improving the accuracy of the calculation. Furthermore, adding a small buffer to the divided vehicle running power amount can reduce the risk of running out of power.

[0017] As will be described in more detail later, when determining how to use the storage battery 30 of each vehicle, the operation information and operational information of the entire train are used as parameters to determine whether each vehicle can reach a charging point using the power of the storage battery 30, whether the power required for purposes other than running, such as air conditioning and lighting, is supplied from the storage battery 30 of each vehicle, and if only the storage battery 30 of one vehicle is used to supply the power required for running, whether the charging point can be reached using only the storage battery 30, and which vehicle's storage battery 30 has a higher SOH value, etc., and then the method of use is determined.

[0018] The control unit 105 controls the inverter device 20 , the storage battery 30 , and the engine 40 based on the usage method of the storage battery 30 of the vehicle acquired from the calculation unit 104 .

[0019] 2 is a schematic diagram for explaining an example of the operation when the calculation unit 104 of the vehicle control device 10 according to this embodiment calculates the total amount of power required to reach a chargeable point and further determines the optimal usage method of the storage battery 30 of each vehicle. In Fig. 2, the calculation unit 104 processes the operation information acquired from the recording unit 101, the operational information acquired from the sensor unit 102, and the operation information and operational information of the entire train received via the transmitting / receiving unit 103, and calculates the divided vehicle running power amount, which is the amount of power required for each of vehicles 50 and 60 to reach a chargeable point.

[0020] For example, consider a case where the current charging rate 501 of the storage battery 30 of vehicle 50 is two-thirds of full charge, and the current charging rate 601 of the storage battery 30 of vehicle 60 is two-thirds of full charge. In this embodiment, the calculation unit 104 calculates the amount of electric power required for the divided vehicle to travel as the charging rate 502. That is, the charging rate 502 of the storage battery 30 required for vehicle 50 to reach a chargeable point is three-thirds of full charge, and the charging rate 602 of the storage battery 30 required for vehicle 60 to reach a chargeable point is one-third of full charge. In this case, the calculation unit 104 controls the storage battery 30 via the control unit 105 to drive the inverter device 20 mounted on vehicle 60 using the storage battery 30 mounted on vehicle 60 within a range that does not affect the train timetable. In addition, the calculation unit 104 controls the storage battery 30 via the control unit 105 to charge regenerative power generated when the train 70 decelerates, etc., to the storage battery 30 of vehicle 50. This brings the charging rate of the storage battery 30 of the vehicle 50 closer to the charging rate 502 of the storage battery 30 required for the vehicle 50 to reach a charging point, thereby increasing the distance that the vehicle 50 can travel on the storage battery 30 until it reaches a charging point.

[0021] In this embodiment, the calculation unit 104 is provided in at least one vehicle group to determine how to use the storage battery 30 of each vehicle up until the division. However, it is preferable that the calculation unit 104 is provided in each vehicle in order to duplicate calculations or to calculate the amount of power required by each vehicle even after the division.

[0022] FIG. 3 is a flowchart illustrating the procedure for determining the optimal usage of the storage batteries 30 of each vehicle in this embodiment. In this embodiment, when multiple vehicles are coupled together and then split along a route to travel independently to a charging point, the usage of the storage batteries 30 of each vehicle until the train reaches the split point is determined, taking into account the amount of power required by each vehicle after the split. The storage batteries 30 are then controlled based on the determined usage, thereby reducing environmental impact and operating costs. This process is described with reference to the illustrated flow chart. In this storage battery 30 usage method, the driving force required for the entire train to comply with the schedule is supplied by the storage batteries 30 of the entire train until the train splits. Note that, because it is necessary to select the storage battery 30 that supplies the power required for driving the inverter device 20, etc., depending on the charge status of the storage batteries 30 of each vehicle, this flow is desirably executed repeatedly at predetermined intervals, for example, at regular intervals. This allows for accurate calculations based on the latest information.

[0023] First, in step 301, the sensor unit 102 and the calculation unit 104 acquire operation information including the timetable of the vehicle, the distance to a charging point, curve and gradient information, and other operational information such as the remaining capacity of the storage battery 30 of the vehicle, the usage status of the engine 40, the temperature inside the vehicle, and the occupancy rate, as well as operation information and operational information of other vehicles coupled together. At this time, it is sufficient if at least one vehicle control device 10 acquires operation information and operational information for the entire train 70, which allows calculations to be performed using information that combines the information from each vehicle, and then determines how to use the storage battery 30 in cooperation with the train 70, taking into account the remaining capacity, deterioration, etc.

[0024] Next, in step 302, the calculation unit 104 calculates the amount of power (divided vehicle running power amount) required for each vehicle to reach a chargeable point. Here, the calculation unit 104 uses operation information including the distance to the chargeable point, which is a point where the vehicles constituting the train 70 can be charged, to calculate the divided vehicle running power amount as the amount of power required for each vehicle to reach the chargeable point.

[0025] In step 303, the calculation unit 104 determines whether, before or after the division, when the vehicles 50 and 60 use their own storage batteries 30, each vehicle can reach the chargeable point using the power of its respective storage batteries 30. Here, for example, even if one of the storage batteries 30 has insufficient power, it may be determined that both vehicles can reach the point using only the storage batteries 30 by controlling the power during charging (including regeneration) and preferentially charging the storage battery 30 that is lacking. If both the vehicles 50 and 60 can reach the chargeable point using only the storage batteries 30, the calculation unit 104 proceeds to step 304; if at least one of the vehicles cannot reach the point, the calculation unit 104 proceeds to step 305.

[0026] In step 304, the control unit 105 controls each vehicle to travel using its own storage battery 30 until the division point. This eliminates the need to use the engine 40 and reduces power loss due to power sharing, enabling travel with low environmental impact. Here, within the range in which each vehicle can reach a chargeable point, the power of the storage battery 30 with a high SOH value (not degraded) may be used preferentially over the other storage batteries 30. In other words, within the range in which the train as a whole can obtain the driving force required to meet the schedule, the power supplied from the storage battery 30 with a high SOH value is increased and the power supplied from the other storage batteries 30 is reduced. This prevents breakdowns and malfunctions due to the degradation of the storage batteries 30. Specifically, if the SOH value of the storage battery 30 of vehicle 60 is higher than that of vehicle 50, the storage battery 30 of vehicle 60 is used as much as possible until the division point, and the storage battery 30 of vehicle 60 is charged during deceleration (regeneration). Furthermore, if the SOH value of the storage battery 30 of vehicle 50 is higher than that of vehicle 60, the storage battery 30 of vehicle 50 is used as much as possible up to the dividing point, and the storage battery 30 of vehicle 50 is charged during deceleration (regeneration). Here, the power supplied from the storage battery 30 with the higher SOH value may be increased to supply power to the inverter device 20 of the group of vehicles on which that storage battery 30 is installed, thereby satisfying the driving force required for the entire train, or may be supplied to the inverter device 20 of another group of vehicles, thereby satisfying the driving force required for the entire train.

[0027] In step 305, when vehicle 50 and vehicle 60 each use their own storage batteries 30, calculation unit 104 determines whether either vehicle 50 or vehicle 60 can reach the chargeable point using the power of their respective storage batteries 30. Here, for example, if the power of both storage batteries 30 is insufficient but one of the vehicles can reach the point using only the storage battery 30 by controlling the power during charging (including regeneration) and preferentially charging one of the storage batteries 30, it may be determined that one of the vehicles can reach the chargeable point using the power of the storage battery 30. If neither vehicle can reach the chargeable point using the storage battery 30, the calculation unit 104 proceeds to step 306, and if either vehicle can reach the chargeable point using the storage battery 30, the calculation unit 104 proceeds to step 307.

[0028] In step 306, the control unit 105 controls each vehicle to use the storage battery 30 up to a predetermined lower limit of the charging rate and use the engine 40 to cover the shortfall. The lower limit of the charging rate can be set arbitrarily according to the characteristics and priorities of the storage battery 30, for example, 20% of the charging rate can be set as the lower limit to suppress deterioration of the storage battery 30, or 0% can be set as the lower limit to extend the driving distance using the storage battery 30.

[0029] In step 307, the control unit 105 performs control such that vehicle X (a vehicle determined in step 305 to be capable of reaching the chargeable point using only the storage battery 30, which in this embodiment refers to either vehicle 50 or vehicle 60) travels to the division point using the storage battery 30 of vehicle X preferentially within a range in which the vehicle can reach the chargeable point using only the storage battery 30. This allows vehicle Y (a vehicle other than vehicle X, which in this embodiment refers to either vehicle 50 or vehicle 60) to reduce the amount of engine 40 drive that would be required to cover a power shortage after the split if the storage battery 30 of each vehicle travels without considering the remaining capacity of the other vehicle's storage battery 30. In other words, after the split, vehicle Y can travel without using the engine 40 or by reducing the distance driven by the engine 40, thereby reducing the environmental load. For vehicle Y, the control unit 105 performs control such that the storage battery 30 is used up to a predetermined lower limit of the charge rate, and the engine 40 is used to cover the shortage. Here, the environmental load can be further reduced by controlling the power used during charging (including regeneration) within the range in which vehicle X can reach a charging point and prioritizing charging of the storage battery 30 of vehicle Y.

[0030] Furthermore, the following control can also be performed in step 307. That is, the calculation unit 104 determines whether or not vehicle X can reach the chargeable point using the storage battery 30 when only the storage battery 30 of vehicle X is used up to the division point. If the result shows that the point is reachable, the control unit 105 performs control to use only the storage battery 30 of vehicle X up to the division point and to charge the storage battery 30 of vehicle Y during deceleration (regeneration). On the other hand, if the point is not reachable, the control unit 105 performs control to use the storage batteries 30 of both vehicle X and vehicle Y up to the division point and to charge the storage batteries 30 of both vehicle X and vehicle Y even during deceleration (regeneration).

[0031] In the above-described embodiment, it can be said that the vehicle control device 10 determines how to use the storage batteries 30 up to the division point where the train 70 splits, based on the operational information including the charge rate of the storage batteries 30 and the amount of electric power required for running the divided vehicles. At this time, as described in step 303, it can be said that the vehicle control device 10 determines how to use the storage batteries 30 depending on whether the vehicles 50 and 60 can reach the chargeable point using only the storage batteries 30. Then, as described in step 304, it can be said that the vehicle control device 10 determines how to use the storage batteries 30 based on the SOH value of the storage batteries 30 when the vehicles 50 and 60 can reach the chargeable point using only the storage batteries 30. Furthermore, as described in step 307, it can be said that the vehicle control device 10, when one or more of the vehicles cannot reach the chargeable point using only the storage batteries 30, preferentially uses the storage batteries 30 of the vehicles that can reach the chargeable point using only the storage batteries 30 to run the vehicles. In this case, the vehicle control device 10 drives the vehicle by preferentially using the storage battery 30 of the vehicle that can reach the chargeable point using only the storage battery 30, to the extent that the vehicle can reach the chargeable point. Furthermore, as described in steps 306 and 307, if the vehicle cannot reach the chargeable point using only the storage battery 30, it can be said that the vehicle control device 10 uses the storage battery 30 to its lower limit and then uses the engine 40 to reach the chargeable point.

[0032] As explained in step 307, the vehicle control device 10 determines that, within the range in which the driving force of the train 70 required for the train 70 to comply with the timetable can be output, the storage batteries 30 of vehicles whose electric energy amount of the storage batteries 30 exceeds the division vehicle running electric energy amount will use an amount of electric energy equal to or greater than the division vehicle running electric energy amount, and the storage batteries 30 of vehicles whose electric energy amount of the storage batteries 30 is equal to or less than the division vehicle running electric energy amount will use an amount of electric energy equal to or less than the division vehicle running electric energy amount. On the other hand, if the electric energy amount of the storage batteries 30 of all vehicles exceeds the division vehicle running electric energy amount, the storage batteries 30 of each vehicle can use the amount of electric energy required for each vehicle to run.

[0033] FIG. 4 is a diagram showing the configuration of a vehicle control device 10 according to a second embodiment of the present invention. In this embodiment, a current collector 80 is installed in each of the vehicles 50 and 60, in addition to the vehicle control device 10 shown in FIG. 1 , and the other configurations are the same as those of the first embodiment. In FIG. 4 , the current collector 80 is connected to the inverter device 20 and the storage battery 30. When the vehicles 50 and 60 reach a point or section where current collection is possible, the current collector 80 collects current, driving the inverter device 20 or charging the storage battery 30. Information about the point or section where current collection is possible is recorded as information in the recording unit 101, and the calculation unit 104 sets the start of this point or section as a point where the vehicle 50 or 60 can be charged. While traveling in a section where current collection is possible, the process according to the flow shown in FIG. 5 is repeatedly executed at regular intervals. When the vehicles leave the section where current collection is possible, the process according to the flow shown in FIG. 3 is repeatedly executed at regular intervals, as in the first embodiment.

[0034] FIG. 5 is a flowchart showing the procedure for determining the optimal charging method for each vehicle's storage battery 30 in this embodiment. In this embodiment, multiple vehicles are coupled together and operating. The currently traveling section is electrified, allowing charging via a current collector 80. These vehicles then enter a non-electrified section, split along the route, and travel independently to charging points. In this case, the charging method for each vehicle's storage battery 30 is determined taking into account the amount of power required by each vehicle after splitting, and control is performed based on this determination, thereby reducing environmental impact and operating costs. This process is described using the illustrated flow chart. Note that because the charging method for each vehicle's storage battery 30 must be determined based on the charging status of the storage battery 30 and the capacity of the substation, this flow chart is preferably executed repeatedly. Furthermore, this flow chart can extend the distance that the storage battery 30 can travel throughout the entire operation, thereby reducing environmental impact, particularly when charging is not possible at a preset upper limit charging current in a section where power can be collected. Here, the upper limit charging current refers to the maximum current that can be charged, which is arbitrarily set in consideration of the specifications of the storage battery 30 and deterioration of the storage battery 30, and may be variable during operation.

[0035] First, steps 501 and 502 are the same as steps 301 and 302 in Example 1. Here, in steps 501 and 502, the "charging possible point" in steps 301 and 302 is replaced with "next charging possible point."

[0036] In step 503, calculation unit 104 determines whether or not it is possible to reach a chargeable point using the power of storage battery 30 when vehicle 50 and vehicle 60 use their respective storage batteries 30 after entering a non-electrified section and charge their own storage battery 30 when charging, in the power collection possible section, where storage battery 30 of vehicle 50 and storage battery 30 of vehicle 60 are charged without considering each other's state of charge or SOH value. If both vehicle 50 and vehicle 60 can reach a chargeable point using only storage battery 30, the process proceeds to step 504, and if at least one of vehicle 50 and vehicle 60 cannot reach the chargeable point using only storage battery 30, the process proceeds to step 505.

[0037] In step 504, the control unit 105 controls charging of the storage battery 30 of vehicle 50 and the storage battery 30 of vehicle 60. In other words, each storage battery 30 is charged within a range that does not exceed a preset upper limit current value, taking into consideration the specifications and deterioration prevention of each storage battery 30, without considering the capacity of the other storage batteries 30. This makes it possible to travel without using the engine 40 or with operation of the engine 40 suppressed, even in non-electrified sections, and by suppressing the charging current of each storage battery 30, deterioration of the storage batteries 30 can be suppressed.

[0038] Here, within the range where each vehicle can reach a chargeable point, the power of the storage battery 30 with a high SOH value (not degraded) may be charged preferentially over the other storage batteries 30. This makes it possible to suppress breakdowns and malfunctions due to degradation of the storage batteries 30. Specifically, if the SOH value of the storage battery 30 of vehicle 60 is higher than that of vehicle 50, the storage battery 30 of vehicle 60 is charged preferentially using the current collector 80 until the vehicle enters a non-electrified section. Furthermore, if the SOH value of the storage battery 30 of vehicle 50 is higher than that of vehicle 60, the storage battery 30 of vehicle 50 is charged preferentially using the current collector 80 until the vehicle enters a non-electrified section.

[0039] In step 505, calculation unit 104 determines whether vehicle 50 or vehicle 60 can reach a chargeable point using the power of its respective storage battery 30 after vehicle 50 and vehicle 60 enter a non-electrified section when the storage battery 30 of vehicle 50 and the storage battery 30 of vehicle 60 are charged in the power collection possible section without taking into account the charging rate, SOH value, etc. of the other vehicle. If neither vehicle can reach a chargeable point using its storage battery 30, the process proceeds to step 506, and if either vehicle can reach a chargeable point, the process proceeds to step 507.

[0040] In step 506, the control unit 105 controls the charging of the storage battery 30 of each vehicle using the current collector 80 until the vehicle enters the non-electrified section.

[0041] In step 507, after entering the non-electrified section, vehicle P (either vehicle 50 or vehicle 60, which is a vehicle determined in step 505 to be capable of reaching a chargeable point using the power of storage battery 30) preferentially charges vehicle Q (either vehicle 50 or vehicle 60, which is a vehicle other than vehicle P) within a range in which the vehicle can reach a chargeable point using the power of storage battery 30. This allows the vehicle to travel without using engine 40 or to reduce the distance that engine 40 is used throughout the entire trip, thereby reducing the environmental load.

[0042] In this case, each vehicle is equipped with a current collector 80, and the vehicle control device 10 is used in such a way that it charges the storage battery 30 in sections where current can be collected by the current collector 80, and when it enters a section where current cannot be collected by the current collector 80, it uses only the storage battery 30 to charge the vehicle Q that cannot reach a charging point.

[0043] FIG. 6 is a diagram showing the configuration of a vehicle control device 10 according to a third embodiment of the present invention. In this embodiment, the inverter device 20 and the storage battery 30 are removed from the vehicle control device 10 of the vehicle 60 shown in FIG. 1 . Therefore, the vehicle 60 runs solely on power from the engine 40. In other words, the vehicle 60 is, for example, a diesel vehicle. In the third embodiment, a case will be described in which at least one of the vehicles does not include the storage battery 30.

[0044] FIG. 7 is a flowchart showing the procedure for determining the optimum usage method of the storage battery 30 of each vehicle in this embodiment.

[0045] First, step 701 is the same as step 301 in Example 1. In step 702, the calculation unit 104 calculates the amount of power (divided vehicle running power amount) required for the vehicle 50 equipped with the storage battery 30 to reach a chargeable point.

[0046] In step 703, the calculation unit 104 determines whether, when the vehicle 50 equipped with the storage battery 30 uses its own storage battery 30, it can reach the chargeable point using the power of the storage battery 30. If the vehicle 50 can reach the chargeable point using only the storage battery 30, the process proceeds to step 704;

[0047] In step 704, the vehicle control device 10 determines, as a usage method, that the vehicle 50 including the storage battery 30 is used preferentially to drive the vehicle 50, to the extent that the vehicle 50 can reach a chargeable point. That is, in this case, the engine 40 of the vehicle 60 is stopped, operated at reduced output, or the distance traveled using the engine 40 is reduced. In this way, by preferentially using the storage battery 30 of the vehicle 50 within a range in which the vehicle 50 can reach a chargeable point, the vehicle 50 can drive without using the engine 40 of the vehicle 60 or with reduced operation of the engine 40, thereby reducing the environmental load. In step 705, the control unit 105 controls the vehicle 50 including the storage battery 30 to use the storage battery 30 up to a predetermined lower limit of the charging rate and to drive the vehicle 50 using the engine 40 to make up for the shortfall.

[0048] In the above-described embodiment, the vehicle control device 10 determines how to use the storage battery 30 for each train that is to be split, using operation information and operational information that have a significant impact on the usage mode of the storage battery 30. In this way, by controlling the charging and discharging operation of at least one storage battery 30 installed in at least one vehicle, it is possible to fully utilize the power of the storage battery 30 throughout the entire operation. As a result, when multiple vehicles are coupled together for operation and are split along a route to run independently, it is possible to reduce the environmental impact and operating costs throughout the entire operation by determining a usage method that takes into account the amount of power required by each vehicle after the split.

[0049] <Description of Charging / Discharging Method of Storage Battery 30> The processing performed by the vehicle control device 10 is realized by the cooperation of software and hardware resources. That is, a processor such as a CPU provided in the vehicle control device 10 loads programs that realize each function of the vehicle control device 10 into a main memory and executes them to realize each function. Therefore, the processing performed by the vehicle control device 10 described above can be understood as a charging / discharging method for the storage battery 30 that is mounted on a train 70 that divides into individual cars and that the train possesses during operation. The processor executes a program stored in the memory to calculate, for each car, the divided car running energy amount as the amount of energy required to reach the chargeable point where each car of the train 70 can be charged, using operation information including the distance to the chargeable point where each car of the train 70 can be charged, and to determine how to use the storage battery 30 up to the division point where the train divides, based on the operation information including the charge rate of the storage battery 30 and the divided car running energy amount. This means that when multiple vehicles are coupled together and then split up along a route to run independently, the amount of electricity required by each vehicle after splitting can be taken into consideration when determining how to use the power, thereby reducing environmental impact and operating costs.

[0050] The present invention is not limited to the above-described embodiments and includes various modifications. For example, the above-described embodiments have been described in detail to clearly explain the present invention, and are not necessarily limited to those including all of the described configurations. Furthermore, it is possible to replace part of the configuration of one embodiment with the configuration of another embodiment, or to add the configuration of another embodiment to the configuration of one embodiment. Furthermore, it is possible to add, delete, or replace part of the configuration of each embodiment with other configurations. Furthermore, the above-described configurations, functions, processing units, processing means, etc. may be implemented in hardware, in part or in whole, by designing, for example, an integrated circuit. Furthermore, the above-described configurations, functions, etc. may be implemented in software by a processor interpreting and executing a program that realizes each function. Information such as programs, tables, and files that realize each function can be stored in memory, a recording device such as a hard disk or solid-state drive (SSD), or a recording medium such as an IC card, SD card, or DVD. Furthermore, the control lines and information lines shown are those considered necessary for explanation, and not all control lines and information lines are necessarily shown in the product. In reality, it can be assumed that almost all components are interconnected.

[0051] 10...vehicle control device, 20...inverter device, 30...storage battery, 40...engine, 50, 60...vehicle, 70...train, 80...current collector, 101...recording unit, 102...sensor unit, 103...transmitting / receiving unit, 104...calculating unit, 105...control unit

Claims

1. An on-board device that is mounted on a train that splits into separate vehicle groups during operation and that determines how to charge and discharge the batteries possessed by the train, wherein the on-board device uses operation information including the distance to a chargeable point where each of the divided vehicle groups that make up the train can be charged, to calculate the amount of electric power required for the divided vehicle running to reach the chargeable point for each divided vehicle group, and determines how to use the batteries up to the split point where the train splits based on operational information including the charge rate of the batteries and the amount of electric power required for the divided vehicle running.

2. An on-board device according to claim 1, characterized in that the on-board device determines the usage method depending on whether each divided vehicle group can reach the chargeable point using only storage batteries.

3. An on-board device according to claim 2, characterized in that, when all of the divided vehicle groups can reach the chargeable point using only storage batteries, the on-board device determines the usage method based on the SOH (State of Health) value of the storage batteries.

4. An on-board device as described in claim 3, characterized in that the on-board device, as its usage method, uses storage batteries with a high SOH value preferentially to run the divided group of vehicles up to the division point, and charges the batteries preferentially when the divided group of vehicles decelerates.

5. An on-board device as described in claim 2, characterized in that, when one or more of the divided vehicle groups cannot reach the chargeable point using only storage batteries, the on-board device operates the divided vehicle groups by preferentially using the storage batteries of the divided vehicle groups that can reach the chargeable point using only storage batteries.

6. An on-board device as described in claim 5, characterized in that the on-board device runs the divided vehicle group by giving priority to the storage batteries of the divided vehicle group that can reach the chargeable point using only the storage batteries, to the extent that the divided vehicle group can reach the chargeable point.

7. An on-board device as described in claim 5, characterized in that, when a divided group of vehicles cannot reach the chargeable point using only the storage battery, the on-board device uses the storage battery to its lower limit value and then uses the engine to reach the chargeable point.

8. An on-board device as claimed in any one of claims 1 to 7, wherein each divided vehicle group is equipped with a current collector, and the on-board device is used in such a way that, in sections where current can be collected by the current collector, the storage batteries are charged, and when the vehicle enters a section where current cannot be collected by the current collector, the divided vehicle group that can reach the chargeable point using only the storage batteries charges the divided vehicle group that cannot reach the chargeable point using only the storage batteries.

9. An on-board device as claimed in any one of claims 1 to 8, wherein at least one of the divided vehicle groups does not have a storage battery, and the on-board device uses the storage battery of the divided vehicle group that has a storage battery preferentially to run the divided vehicle group, to the extent that the divided vehicle group can reach the charging point.

10. An on-board device as claimed in any one of claims 1 to 9, characterized in that it determines that, within the range in which the train can output the driving force required for the train to comply with the timetable, a storage battery provided in a divided car group whose electric energy capacity exceeds the divided car running electric energy amount will use an electric energy amount equal to or greater than the divided car running electric energy amount, and that a storage battery provided in a divided car group whose electric energy capacity is equal to or less than the divided car running electric energy amount will use an electric energy amount equal to or less than the divided car running electric energy amount.

11. An on-board device according to any one of claims 1 to 10, characterized in that, when the amount of electric power in the storage batteries provided in all divided vehicle groups exceeds the amount of electric power required for the divided vehicles to run, the storage batteries provided in each divided vehicle group use the amount of electric power required for the running of that respective divided vehicle group.

12. A railway vehicle equipped with an on-board device according to any one of claims 1 to 11.

13. A method for charging and discharging a storage battery mounted on a train that splits into separate vehicle groups during operation, the method comprising: executing a program stored in a memory by a processor to calculate, for each separate vehicle group, the amount of electric power required for the train to reach a chargeable point, using operation information including the distance to the chargeable point where each separate vehicle group making up the train can be charged; and determining how to use the storage battery up to the split point where the train splits, based on operational information including the charge rate of the storage battery and the amount of electric power required for the separate vehicle to run.

14. A method for charging and discharging a storage battery according to claim 13, wherein the method of use is determined based on whether each divided vehicle group can reach the chargeable point using only the storage battery.

15. A method for charging and discharging a storage battery according to claim 14, wherein, when all of the divided vehicle groups can reach the chargeable point using only the storage batteries, the usage method is determined based on the SOH (State of Health) value of the storage batteries.

16. A method for charging and discharging a storage battery as described in claim 15, characterized in that the method of use comprises giving priority to using a storage battery with a high SOH value to run the divided vehicle group up to the division point, and charging the battery preferentially when the divided vehicle group is decelerating.

17. A method for charging and discharging a storage battery as described in claim 14, characterized in that, when one or more of the divided vehicle groups cannot reach the chargeable point using only their storage batteries, the divided vehicle groups are driven by preferentially using the storage batteries of the divided vehicle groups that can reach the chargeable point using only their storage batteries.

18. A method for charging and discharging a storage battery as described in claim 17, characterized in that, to the extent that the chargeable point can be reached, the divided vehicle group is driven by giving priority to the use of the storage batteries of the divided vehicle group that can reach the chargeable point using only the storage batteries.

19. A method for charging and discharging a storage battery as described in claim 17, characterized in that, when a divided vehicle group cannot reach the chargeable point using only the storage battery, the method of use is to use the storage battery to its lower limit and then use the engine to reach the chargeable point.

20. A method of charging and discharging a storage battery as set forth in any one of claims 13 to 19, wherein each divided vehicle group is equipped with a current collector, and the method of use comprises charging the storage batteries in sections where current can be collected by the current collector, and when entering a section where current cannot be collected by the current collector, charging is performed from the divided vehicle group that can reach the chargeable point using only the storage batteries to the divided vehicle group that cannot reach the chargeable point using only the storage batteries.

21. A method for charging and discharging a storage battery as set forth in any one of claims 13 to 20, wherein at least one of the divided vehicle groups does not have a storage battery, and the method of use comprises, to the extent that the divided vehicle group can reach the chargeable point, preferentially using the storage battery of the divided vehicle group that has a storage battery to drive the divided vehicle group.

22. A method for charging and discharging a storage battery as set forth in any one of claims 13 to 21, characterized in that, within the range in which the train can output the driving force required for the train to comply with the timetable, it is determined that a storage battery provided in a divided vehicle group whose electric energy capacity of the storage battery provided in the divided vehicle group exceeds the divided vehicle running electric energy capacity will use an electric energy capacity equal to or greater than the divided vehicle running electric energy, and that a storage battery provided in a divided vehicle group whose electric energy capacity of the storage battery provided in the divided vehicle group is equal to or less than the divided vehicle running electric energy capacity will use an electric energy capacity equal to or less than the divided vehicle running electric energy.

23. A method for charging and discharging a storage battery as set forth in any one of claims 13 to 22, characterized in that when the amount of electric power in the storage batteries provided in all divided vehicle groups exceeds the amount of electric power required for the divided vehicles to travel, the storage batteries provided in each divided vehicle group use the amount of electric power required for the travel of that respective divided vehicle group.

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