Power monitoring device, power monitoring system, and power monitoring method

Abstract

A power monitoring device (41) monitors regenerative power supplied by a power conversion device (1) to the outside of a railway vehicle (100). The power monitoring device (41) comprises a regeneration state determination unit (53) and a mapping unit (54). The regeneration state determination unit (53) obtains at least one of a surplus regenerative power amount, which is the difference between the actual value and the ideal value of a regenerative power amount, or a regeneration effectiveness rate. The mapping unit (54) outputs surplus regenerative power information indicating, for each unit travel section, the positional information of the unit travel section and at least one of the surplus regenerative power amount or the regenerative effectiveness rate in association with each other.

Description

Power monitoring device, power monitoring system, and power monitoring method

[0001] This disclosure relates to a power monitoring device, a power monitoring system, and a power monitoring method.

[0002] Some railway vehicles decelerate by using regenerative braking force, which is generated by supplying and consuming the electricity (regenerative power) produced by the electric motor that acts as a generator during braking to the outside of the railway vehicle. If there is another railway vehicle accelerating within a distance of 1 km from a decelerating railway vehicle, the regenerative power can be supplied and consumed to the other railway vehicle, thus effectively utilizing the regenerative power. On the other hand, if there is no other railway vehicle accelerating near a decelerating railway vehicle, the regenerative power cannot be supplied and consumed to the other railway vehicle, and the regenerative power cannot be fully utilized.

[0003] To further effectively utilize regenerative power, facilities for sharing regenerative power are being installed on the railway line, such as charge / discharge devices that charge regenerative power into batteries and discharge it when other railway vehicles accelerate, or station auxiliary power supply devices that supply regenerative power to loads such as station facilities. An example of this type of equipment is disclosed in Patent Document 1. The mobile regenerative power absorption device disclosed in Patent Document 1 is mounted on a mobile body that can move along the railway line. It is then moved to a section between stations where the operation management system determines that a charge / discharge efficiency of a predetermined value or higher can be obtained, and absorbs regenerative power in the section between stations where the energy-saving effect is maximized.

[0004] Japanese Patent Publication No. 2014-088136

[0005] In order to introduce equipment for sharing regenerative power, it is necessary to consider where to install the equipment, but the operation management system disclosed in Patent Document 1 does not make it easy to determine where the equipment should be installed.

[0006] This disclosure is made in view of the circumstances described above, and aims to provide a power monitoring device, a power monitoring system, and a power monitoring method that can visualize potential installation locations for equipment for sharing regenerative power.

[0007] To achieve the above objective, the power monitoring device according to this disclosure is a power conversion device mounted on a railway vehicle that converts power supplied from a current collector connected to the primary terminal to power to be supplied to an electric motor connected to the secondary terminal, supplies the converted power to the electric motor, converts power supplied from the electric motor which operates as a generator to power to be supplied to external equipment of the railway vehicle, and generates regenerative braking force by supplying the converted power to the external equipment via the current collector, and the power monitoring device monitors the regenerative power supplied by the power conversion device to the outside of the railway vehicle, and comprises a regenerative status determination unit and a mapping unit. The regenerative status determination unit determines, for each of a plurality of unit running sections whose length is shorter than the distance between stations, the surplus regenerative power amount which is the difference between the actual value and the ideal value of the amount of regenerative power output by the power conversion device while the railway vehicle is running in the unit running section, and at least one of the regenerative efficiency rate. The mapping unit outputs surplus regenerative power information for each unit of travel, showing the correspondence between the location information of the unit of travel and at least one of the surplus regenerative power amount and the regenerative efficiency rate obtained by the regenerative status determination unit.

[0008] The power monitoring device related to this disclosure outputs surplus regenerative power information, which visualizes potential locations for installing equipment to share regenerative power.

[0009] Block diagram of the power monitoring system according to Embodiment 1 Block diagram of the power monitoring device according to Embodiment 1 Diagram showing the hardware configuration of the power monitoring device according to Embodiment 1 Flowchart showing an example of power monitoring processing performed by the power monitoring device according to Embodiment 1 Diagram showing an example of surplus regenerative power information output by the power monitoring device according to Embodiment 1 Block diagram of the power monitoring device according to Embodiment 2 Diagram showing an example of surplus regenerative power information output by the power monitoring device according to Embodiment 2 Diagram showing another example of surplus regenerative power information output by the power monitoring device according to Embodiment 2 Block diagram of the power monitoring device according to Embodiment 3 Diagram showing an example of surplus regenerative power information output by the power monitoring device according to Embodiment 3 Diagram showing another example of surplus regenerative power information output by the power monitoring device according to Embodiment 3 Block diagram of the power monitoring device according to Embodiment 4 Diagram showing an example of surplus regenerative power information output by the power monitoring device according to Embodiment 4 Block diagram showing a modified version of the power monitoring device according to Embodiment 1 Diagram showing a modified version of the hardware configuration of the power monitoring device according to Embodiment 1

[0010] Hereinafter, the power monitoring device, power monitoring system, and power monitoring method according to embodiments of this disclosure will be described in detail with reference to the drawings. In the drawings, the same or equivalent parts are denoted by the same reference numerals.

[0011] (Embodiment 1) An electric railway vehicle comprising one or more vehicles is equipped with a power converter that converts power supplied from a power source into power for supply to an electric motor, and supplies the converted power to the electric motor. During acceleration, the electric motor receives power from the power converter and drives, generating the propulsion force of the railway vehicle. During braking, the power converter converts the power generated by the electric motor, which is acting as a generator, into power for supply to the outside of the railway vehicle and outputs it, and the output power is consumed outside the railway vehicle, generating regenerative braking force. Embodiment 1 describes a power converter installed in a DC-powered railway vehicle, and a power monitoring device provided to monitor regenerative power.

[0012] The power converter 1 shown in Figure 1 is mounted on a railway vehicle 100 and includes a primary terminal 1a connected to a current collector 91 which is equivalent to a power source, a primary terminal 1b which is grounded, and a capacitor C1 connected between the primary terminals 1a and 1b. The power converter 1 also includes secondary terminals 1c, 1d, and 1e to which an electric motor M1, which is an example of on-board equipment, is connected.

[0013] The power converter 1 converts the DC power supplied from the current collector 91 connected to the primary terminal 1a into power for supply to the motor M1 connected to the secondary terminals 1c, 1d, and 1e, and supplies the converted power to the motor M1. The power converter 1 also converts the AC power supplied from the motor M1, which operates as a generator, into DC power, and supplies the DC power to the current collector 91. The power converter 1 comprises a power conversion circuit 11 that performs bidirectional power conversion between DC power and AC power, and a power conversion circuit control unit 12 that controls the power conversion circuit 11.

[0014] The current collector 91 acquires power supplied from a substation via power supply lines (not shown), such as overhead lines and third rails. The current collector 91 is, for example, a pantograph that acquires power via overhead lines, which are an example of power supply lines, or a current collector shoe that acquires power via a third rail, which is an example of power supply lines.

[0015] The primary terminal 1a is connected to the current collector 91 via the reactor L1 and the high-speed circuit breaker HB1. The primary terminal 1b is grounded via a grounding ring, grounding brush, wheel, etc. (not shown). The secondary terminals 1c, 1d, and 1e are connected to the motor M1.

[0016] One end of capacitor C1 is connected to the connection point between primary terminal 1a and one primary terminal of the power conversion circuit 11. The other end of capacitor C1 is connected to the connection point between primary terminal 1b and the other primary terminal of the power conversion circuit 11. Capacitor C1 is charged by DC power supplied from the current collector 91 or DC power output by the power conversion circuit 11. Capacitor C1, together with the reactor L1 connected to primary terminal 1a, forms an LC filter, reducing harmonic components generated by the switching operation of the multiple switching elements of the power conversion circuit 11.

[0017] The power conversion circuit 11 is formed of, for example, an inverter in which the effective voltage and frequency of the output AC power are variable. The power conversion circuit 11 has a plurality of switching elements, and the switching operation of each switching element is controlled by the power conversion circuit control unit 12. Each switching element is, for example, an IGBT (Insulated Gate Bipolar Transistor), a GTO (Gate Turn-Off thyristor), a MOSFET (Metal-Oxide-Semiconductor Field-Effect Transistor), or the like.

[0018] By controlling the plurality of switching elements by the power conversion circuit control unit 12, the power conversion circuit 11 converts the DC power supplied from the current collector device 91 via the capacitor C1 into three-phase AC power and supplies the three-phase AC power to the motor M1. Alternatively, the power conversion circuit 11 converts the three-phase AC power supplied from the motor M1 into DC power and supplies the DC power as regenerative power to the current collector device 91.

[0019] The power conversion circuit control unit 12 acquires an operation command S1 from the main controller 92. The operation command S1 indicates a command corresponding to the operation of the operator on the main controller 92. Specifically, the operation command S1 indicates any one of a power running command for instructing acceleration of the railway vehicle 100, a brake command for instructing deceleration of the railway vehicle 100, and a coasting command for instructing coasting travel of the railway vehicle 100. The coasting command means a state in which neither the power running command nor the brake command is input.

[0020] The power conversion circuit control unit 12 obtains the value of the terminal voltage of capacitor C1 from a voltage sensor (not shown) and the value of the output current of the power conversion circuit 11, i.e., the value of the current flowing to the motor M1, from a current sensor (not shown). The power conversion circuit control unit 12 generates and outputs a power conversion control signal S2 that controls each switching element of the power conversion circuit 11 according to the operation command S1, the terminal voltage value of capacitor C1, the output current value of the power conversion circuit 11, and the rotational speed of the motor M1. The power conversion control signal S2 is, for example, a PWM (Pulse Width Modulation) signal.

[0021] To avoid complicating the diagram, only one motor M1 is shown in Figure 1, but the power converter 1 supplies power to multiple motors M1, for example, four motors M1 installed in the same vehicle. The motors M1 are, for example, a three-phase induction motor, a permanent magnet synchronous motor, or a synchronous reluctance motor that generates the propulsion force of the railway vehicle 100. During regenerative braking of the railway vehicle 100, the motors M1 act as generators and supply AC power to the power converter 1. Although only one power converter 1 is shown in Figure 1, any number of power converters 1 can be installed in the railway vehicle 100.

[0022] As shown in Figure 1, a brake control device 21 is provided in the railway vehicle 100. The brake control device 21 is provided in each car of the railway vehicle 100. The brake control device 21 provided in the motor car controls the power conversion circuit control unit 12 and the mechanical brake device 94 in accordance with the brake command included in the operation command S1. The brake control device 21 provided in the trailer car controls the mechanical brake device 94 in accordance with the brake command included in the operation command S1.

[0023] In order to avoid complication of the drawings, one mechanical brake device 94 is described in FIG. 1, but the mechanical brake devices 94 are provided for each wheel. For example, in one vehicle, eight mechanical brake devices 94 corresponding to different wheels are provided. The mechanical brake device 94 is, for example, a tread brake device having a brake wheel having a friction material that generates a mechanical braking force by contacting the wheel, and a brake cylinder that is attached to the brake wheel and receives the supply of compressed air supplied from an air reservoir (not shown) and compressed by the brake control device 21.

[0024] When the operation command S1 includes a power running command, the power conversion circuit control unit 12 determines a target torque, which is a target value of the torque of the motor M1, according to the target acceleration, which is the target value of the acceleration of the railway vehicle 100 indicated by the power running command, and the weight of the vehicle detected by the load detector 93, and outputs a power conversion control signal S2 corresponding to the target torque to the power conversion circuit 11. The load detector 93 is provided, for example, on a bogie that supports the vehicle, and detects the weight of the vehicle.

[0025] When the operation command S1 includes a brake command, the brake control device 21 provided in the electric vehicle obtains a target braking force, which is a target value of the braking force, according to the target acceleration indicated by the brake command and the weight of the vehicle detected by the load detector 93. The target acceleration indicated by the brake command is a negative number, indicating the target value of the deceleration of the railway vehicle 100. The brake control device 21 determines a target regenerative braking force, which is a target value of the regenerative braking force, from the target braking force. The brake control device 21 obtains a target regenerative torque, which is a target value of the torque of the motor M1 for obtaining the target regenerative braking force. The brake control device 21 sends a regeneration pattern S3 indicating the target regenerative torque to the power conversion circuit control unit 12.

[0026] When the power conversion circuit control unit 12 acquires the regenerative pattern S3 from the brake control device 21, it outputs a power conversion control signal S2 to the power conversion circuit 11 corresponding to the target regenerative torque indicated by the regenerative pattern S3. As a result, the power conversion device 1 converts the AC power supplied from the motor M1 into DC power and outputs DC power. The DC power output by the power conversion device 1 is supplied from the current collector 91 to the outside of the railway vehicle 100 on which the power conversion device 1 is mounted, for example, to another railway vehicle that is in operation and located near the railway vehicle 100, and is consumed there, thereby generating regenerative braking force for the railway vehicle 100. The power conversion circuit control unit 12 sends regenerative feedback S4 indicating the actual regenerative braking force to the brake control device 21.

[0027] The brake control device 21 determines the target mechanical braking force, which is the target value of the braking force generated by the mechanical braking device 94, from the difference between the target braking force and the actual regenerative braking force indicated by the regenerative feedback S4. The brake control device 21 controls the mechanical braking device 94 according to the target mechanical braking force. As a result, mechanical braking force is generated by the mechanical braking device 94. The brake control device 21 determines the actual regenerative torque, which is the actual torque of the electric motor M1 during regenerative braking, from the regenerative feedback S4. The brake control device 21 sends the target regenerative torque and the actual regenerative torque to the monitoring device 31.

[0028] The power monitoring system 61 is for monitoring the regenerative power of the power converter 1 and includes a monitor device 31 mounted on the railway vehicle 100 to acquire data necessary for monitoring, and a power monitoring device 41 that monitors the regenerative power of the power converter 1 based on the data acquired from the monitor device 31. The power monitoring device 41 according to Embodiment 1, as an example, monitors the surplus regenerative power, which is the difference between the actual regenerative power output by the power converter 1 (actual regenerative power) and the ideal regenerative power (ideal regenerative power), and the regenerative efficiency rate. The ideal regenerative power is the amount of regenerative power when the regenerative efficiency rate is 100%. The regenerative efficiency rate is a value that indicates the ratio of the regenerative power that could be consumed by supplying it to the outside of the railway vehicle 100 to the regenerative power that could be generated if regenerative braking could be utilized to the maximum extent.

[0029] When a railway vehicle 100 is equipped with multiple power converters 1, the power monitoring device 41 monitors the regenerative power of each power converter 1, specifically the total amount of surplus regenerative power. The power monitoring device 41 may also monitor at least one of the average value of the surplus regenerative power and the average value of the regenerative efficiency of each power converter 1.

[0030] The monitoring device 31 is mounted on the railway vehicle 100 and acquires the target regenerative torque and actual regenerative torque from the brake control device 21. The monitoring device 31 acquires the running position of the railway vehicle 100 from a receiver (not shown) based on GNSS (Global Navigation Satellite System) signals, specifically GPS (Global Positioning System) signals. More specifically, the monitoring device 31 acquires the latitude and longitude of the running position of the railway vehicle 100 from the receiver. Preferably, the monitoring device 31 also acquires measured values ​​from a voltage sensor V1 and a current sensor A1. The voltage sensor V1 measures the voltage applied to the railway vehicle 100 from the power supply line. The current sensor A1 measures the current input to the power converter 1. The monitoring device 31 acquires the above data at a predetermined sampling interval, for example, every 200 msec. However, the sampling interval for data acquisition is not limited to this.

[0031] The power monitoring device 41, which monitors the regenerative power of the power converter 1 described above, is, for example, installed on the ground and communicates with a monitoring device 31 mounted on a railway vehicle via a network. The power monitoring device 41 includes a data acquisition unit 51 that acquires the above-mentioned data acquired by the monitoring device 31 from the monitoring device 31, and a storage unit 52 that stores the data acquired by the data acquisition unit 51. The power monitoring device 41 includes a regeneration status determination unit 53 that determines at least one of the surplus regenerative power amount and the regeneration effectiveness rate for each unit running section whose length is shorter than the distance between stations, and a mapping unit 54 that outputs surplus regenerative power information that shows the correspondence between the location information of the unit running section and at least one of the surplus regenerative power amount and the regeneration effectiveness rate.

[0032] The regenerative status determination unit 53 of the power monitoring device 41 according to Embodiment 1 determines, as an example, the amount of surplus regenerative energy and the regenerative efficiency. Specifically, as shown in Figure 2, the regenerative status determination unit 53 of the power monitoring device 41 includes a regenerative efficiency determination unit 55 that determines the regenerative efficiency, an actual regenerative energy determination unit 56 that determines the actual amount of regenerative energy, and a surplus regenerative energy determination unit 57 that determines the amount of surplus regenerative energy.

[0033] Figure 3 shows the hardware configuration of the power monitoring device 41 having the above configuration. The power monitoring device 41 comprises a processor 81, a memory 82, and an interface 83. The processor 81, memory 82, and interface 83 are connected to each other by a bus 80. The functions of each part of the power monitoring device 41 are realized by software, firmware which is software embedded in electronic equipment, or a combination of software and firmware. The software is written as a program and stored in the memory 82. The functions of each part described above are realized by the processor 81 reading and executing the program stored in the memory 82. In other words, the memory 82 stores a program for executing the processing of each part of the power monitoring device 41.

[0034] The memory 82 includes, for example, non-volatile or volatile semiconductor memories such as RAM (Random Access Memory), ROM (Read-Only Memory), flash memory, EPROM (Erasable Programmable Read Only Memory), and EEPROM (Electrically Erasable and Programmable Read-Only Memory), as well as magnetic disks, flexible disks, optical disks, compact disks, minidiscs, DVDs (Digital Versatile Discs), and the like.

[0035] The power monitoring device 41 is connected to the monitoring device 31 via interface 83. Interface 83 has one or more interface modules conforming to standards, depending on the connection destination.

[0036] In Figure 3, one processor 81 and one memory 82 are shown, but the power monitoring device 41 may be implemented with multiple processors 81 and multiple memories 82. In this case, the various functions of the power monitoring device 41 can be executed by the cooperation of the multiple processors 81 and multiple memories 82.

[0037] The power monitoring process performed by the power monitoring device 41 having the above configuration will be described below with reference to Figure 4. The power monitoring device 41 starts the process shown in Figure 4, for example, at a predetermined timing, or when an operation unit (not shown) is operated by the user. One example of a predetermined timing is the timing when the railway vehicle 100 to be monitored starts operation.

[0038] The data acquisition unit 51 acquires the running position of the railway vehicle 100, the target regenerative torque and actual regenerative torque of the electric motor M1, the voltage value of the voltage sensor V1, and the current value flowing to the primary terminal 1a of the power converter 1 from the monitoring device 31 (step S11). The data acquisition unit 51 stores each data acquired by the monitoring device 31 at the same time in the storage unit 52, associating it with the acquisition time.

[0039] In the memory unit 52, in addition to the data acquired by the above-described data acquisition unit 51, the latitude and longitude of each unit travel section, for example, the latitude and longitude of any one of the start point, intermediate point, and end point of each unit travel section are stored in advance. The unit travel section is, for example, the travel section of the railway vehicle 100 divided every 100 m from the start point of the route on which the railway vehicle 100 travels. The start point is a point serving as a reference for calculating the length of the travel section of the railway vehicle 100, and is, for example, a terminal station.

[0040] For each unit travel section, the regenerative efficiency determination unit 55 obtains the regenerative efficiency from the target regenerative torque and the actual regenerative torque of the electric motor M1 provided in the railway vehicle 100 traveling in the unit travel section (step S12).

[0041] Specifically, the regenerative efficiency determination unit 55 associates the travel position of the railway vehicle 100 with the unit travel section from the latitude and longitude of the travel position of the railway vehicle 100 stored in the memory unit 52 and the latitude and longitude of the unit travel section. The regenerative efficiency determination unit 55 extracts, for each unit travel section, the travel position of the railway vehicle 100 associated with the unit travel section and the actual regenerative torque and target regenerative torque of the electric motor M1 associated with the travel position from the data stored in the memory unit 52.

[0042] The regenerative efficiency determination unit 55 obtains the regenerative efficiency for each unit travel section from the extracted actual regenerative torque and target regenerative torque of the electric motor M1. The regenerative efficiency r ｅ is obtained by dividing the actual regenerative torque t ｒ by the target regenerative torque t ｔ . In other words, r ｅ = t ｒ / t ｔ holds. As an example, the regenerative efficiency determination unit 55 obtains the regenerative efficiency r ｒ for each sampling interval based on the actual regenerative torque t ｔ and the target regenerative torque t ｅ acquired at the sampling interval of the monitor device 31. The regenerative efficiency determination unit 55 obtains the average value of the regenerative efficiency r ｅ obtained for each sampling interval over the unit travel section, and determines the regenerative efficiency R in the unit travel section.ｅ As another example, the regenerative efficiency determination unit 55 determines the actual regenerative torque t over the unit travel section. ｒ The average value T ｒ The target regenerative torque t over the unit travel distance ｔ The average value T ｔ By dividing by this, the regenerative braking efficiency R in the unit travel section is obtained. ｅ We seek R. In other words, ｅ = T ｒ / T ｔ This holds true.

[0043] As shown in Figure 4, the actual regenerative energy determination unit 56 determines the actual regenerative energy output by the power converter 1 for each unit travel section, based on the voltage value of the voltage sensor V1 and the current value flowing through the primary terminal 1a of the power converter 1 when the railway vehicle 100 traveling in the unit travel section is regenerating, that is, when current is flowing from the power converter 1 to the current collector 91 (step S13).

[0044] In detail, the actual regenerative energy determination unit 56 associates the position of the railway vehicle 100 with the unit travel section based on the latitude and longitude of the railway vehicle's position and the latitude and longitude of the unit travel section stored in the memory unit 52. From the data stored in the memory unit 52, the actual regenerative energy determination unit 56 extracts the position of the railway vehicle associated with each unit travel section, as well as the voltage and current values ​​associated with that position.

[0045] The actual regenerative energy determination unit 56 determines the actual regenerative energy for each unit of driving section from the extracted voltage and current values, in other words, the measured values ​​from the voltage sensor V1 and the current sensor A1. The actual regenerative energy Q determined by the actual regenerative energy determination unit 56 Ｒ This is expressed by the following equation (1). In the following equation (1), V is the voltage value of the voltage sensor V1. Specifically, V is the voltage value measured from the power supply line to the railway vehicle 100. In other words, V is the voltage value applied to the current collector 91 and the primary terminal 1b. In the following equation (1), I ＢThis is the current value flowing through the primary terminal 1a of the power converter 1, that is, the measurement value of the current sensor A1. If the current value flowing through the primary terminal 1a when current is flowing from the current collector 91 towards the power converter 1 is taken as a positive number, then the current value flowing through the primary terminal 1a when current is flowing from the power converter 1 towards the current collector 91 is I Ｂ V is a negative number. When the power supply line is an overhead line, V represents the voltage value of the overhead line voltage.

[0046]

[0047] Using a unit time Δt that is sufficiently shorter than the time required for the railway vehicle 100 to travel a unit distance, for example, a unit time Δt that matches the sampling interval of the monitoring device 31, specifically 200 msec, the actual regenerative energy q in unit time Δt is calculated. Ｒ is V × | I Ｂ It is expressed as | × Δt. The actual regenerative energy determination unit 56 determines the actual regenerative energy q for each unit time over the time that the railway vehicle 100 travels through a unit travel section. Ｒ By integrating these, the actual regenerative energy Q in a unit of travel distance is calculated. Ｒ The unit (in kWh) is calculated. The actual regenerative energy amount determination unit 56 sends the actual regenerative energy amount determined for each unit travel section to the surplus regenerative energy amount determination unit 57.

[0048] The surplus regenerative energy determination unit 57 determines the ideal regenerative energy amount, which is the amount of regenerative energy when the actual regenerative torque can be considered to match the target regenerative torque, from the regenerative efficiency rate obtained from the regenerative efficiency rate determination unit 55 and the actual regenerative energy amount obtained from the actual regenerative energy amount determination unit 56 (step S14). In detail, the surplus regenerative energy amount determination unit 57 divides the actual regenerative energy amount by the regenerative efficiency rate to obtain the ideal regenerative energy amount Q Ｉ Calculate the value (in kWh). In other words, Q Ｉ = Q Ｒ / R ｅ This holds true.

[0049] The surplus regenerative energy determination unit 57 calculates the surplus regenerative energy (in kWh), which is the difference between the actual regenerative energy and the ideal regenerative energy (step S15). Specifically, the surplus regenerative energy determination unit 57 calculates the ideal regenerative energy Q for each unit of driving section. Ｉ From actual regenerated energy QＲ By subtracting this, the surplus regenerated energy Q ｓ To obtain Q ｓ = Q Ｉ - Q Ｒ The following holds true. The surplus regenerative power amount determination unit 57 determines the regenerative efficiency rate R for each unit travel section. ｅ And the surplus regenerative energy Q calculated for each unit of driving section. ｓ At least one of the two is output to the mapping unit 54.

[0050] The mapping unit 54 processes the location information of each unit travel section and the surplus regenerative power Q for each unit travel section. ｓ and regeneration efficiency R ｅ The system outputs surplus regenerative power information that shows the correspondence between at least one of the two (step S16). As an example, the mapping unit 54 outputs a surplus regenerative power amount map 71 that shows the regeneration effectiveness rate for each unit driving section arranged on the map, as shown in Figure 5. An external device that has acquired the surplus regenerative power information from the mapping unit 54, for example, a display device with a screen, displays the surplus regenerative power amount map 71 on its screen.

[0051] In detail, the mapping unit 54 obtains the latitude and longitude of the unit travel section from the storage unit 52. The mapping unit 54 pre-stores map data of the area where the rails on which the railway vehicle 100 travels are laid. For example, the mapping unit 54 obtains the amount of surplus regenerative power for each unit travel section from the surplus regenerative power determination unit 57 for the section on which the railway vehicle 100 travels in a day. Based on the map data, the latitude and longitude of the unit travel section, and the amount of surplus regenerative power for each unit travel section, the mapping unit 54 maps the amount of surplus regenerative power for each unit travel section onto the map data. As a result, as shown in Figure 5, a surplus regenerative power map 71 is obtained that shows the amount of surplus regenerative power for each unit travel section in color on the map.

[0052] As described above, the power monitoring device 41 according to Embodiment 1 outputs surplus regenerative power information for each unit travel section shorter than the distance between stations, showing the location information of the unit travel section and at least one of the surplus regenerative power amount and regeneration efficiency rate in the unit travel section. The power monitoring device 41 outputs a surplus regenerative power amount map 71 that shows the surplus regenerative power amount for each unit travel section in color on a map, thereby visualizing the surplus regenerative power amount for each unit travel section and visualizing candidate locations for installing equipment for sharing regenerative power. This makes it possible for users to easily understand where equipment for sharing regenerative power, such as station auxiliary power supply devices and regenerative inverters, should be installed. The power output by the power converter 1 is consumed or charged at the receiving location via the equipment for sharing regenerative power, making it possible to effectively utilize regenerative power. Receiving locations include station facilities such as elevators and lighting, storage batteries and charging facilities of the equipment for sharing regenerative power, or commercial facilities along the railway line. Equipment for sharing regenerative power is installed by electrically connecting the power supply line to the receiving equipment, which is capable of storing or consuming power.

[0053] Furthermore, the power monitoring device 41 according to Embodiment 1 associates the location information of each unit travel section, which is shorter than the distance between stations, with at least one of the surplus regenerative power amount and the regenerative efficiency rate in that unit travel section. As a result, it becomes possible to monitor the surplus regenerative power amount or the regenerative efficiency rate with high accuracy.

[0054] (Embodiment 2) The configuration of the power monitoring device is not limited to the example described above. The power monitoring device 42 according to Embodiment 2 shown in Figure 6 further includes a section position estimation unit 58 for estimating the latitude and longitude of a unit travel section, in addition to the configuration of the power monitoring device 41 according to Embodiment 1. The hardware configuration of the power monitoring device 42 is the same as that of the power monitoring device 41. The power monitoring device 42 according to Embodiment 2 will be described below, focusing on the differences from Embodiment 1.

[0055] The section position estimation unit 58 estimates the latitude and longitude of each unit travel section from the distance from the starting point to the target facility and the latitude and longitude of the target facility, which are defined for each target facility including at least one of a level crossing, a station, and a signal. The distance from the starting point to the target facility is the path from the starting point to the target facility along the track on which the railway vehicle 100 travels.

[0056] As an example, the section position estimation unit 58 acquires reference position information from an external device, which includes at least the latitude, longitude, and distance from the starting point to each station. Based on the reference position information, the section position estimation unit 58 estimates the latitude and longitude of points at intervals of, for example, every 100m, from the starting point, and stores them in the storage unit 52 in correspondence with the distance from the starting point. The latitude and longitude of each point estimated for each unit of travel distance corresponds to the latitude and longitude of the unit of travel distance.

[0057] The monitoring device 31 acquires travel position distance information (kilometers), which indicates the distance along the route from the starting point to the travel position of the railway vehicle 100, from an ATO (Automatic Train Operation) system (not shown) as data indicating the travel position of the railway vehicle 100.

[0058] The power monitoring process performed by the power monitoring device 42 is the same as in Embodiment 1. The data acquisition unit 51 acquires travel position distance information, target regenerative torque and actual regenerative torque of the electric motor M1, voltage value, and current value, and stores them in the storage unit 52.

[0059] The regenerative efficiency determination unit 55 reads out the travel position of the railway vehicle 100, specifically the travel position distance information, and the actual regenerative torque and target regenerative torque of the electric motor M1, which are stored in the memory unit 52. For each unit travel section, the regenerative efficiency determination unit 55 extracts the travel position distance information of the railway vehicle 100 associated with the unit travel section, and the actual regenerative torque and target regenerative torque of the electric motor M1 associated with the travel position distance information. Similar to Embodiment 1, the regenerative efficiency determination unit 55 calculates the regenerative efficiency for each unit travel section from the extracted actual regenerative torque and target regenerative torque of the electric motor M1.

[0060] The actual regenerative energy determination unit 56 reads the travel position of the railway vehicle 100, specifically the travel position distance information, voltage value, and current value stored in the storage unit 52. For each unit travel section, the actual regenerative energy determination unit 56 extracts the travel position distance information of the railway vehicle 100 associated with the unit travel section, as well as the voltage value and current value associated with the travel position distance information. Similar to Embodiment 1, the actual regenerative energy determination unit 56 determines the actual regenerative energy for each unit travel section from the extracted voltage value and current value.

[0061] The surplus regenerative energy determination unit 57, similar to Embodiment 1, determines the ideal regenerative energy amount, which is the amount of regenerative energy when the actual regenerative torque can be considered to match the target regenerative torque, from the regenerative efficiency rate obtained from the regenerative efficiency rate determination unit 55 and the actual regenerative energy amount obtained from the actual regenerative energy amount determination unit 56.

[0062] The mapping unit 54 obtains the latitude and longitude of the unit travel section generated by the section position estimation unit 58, which are stored in the storage unit 52. Similar to Embodiment 1, the mapping unit 54 generates the surplus regenerative power map 71 shown in Figure 5 by mapping the surplus regenerative power for each unit travel section onto the map data based on the map data, the latitude and longitude of the unit travel section, and the surplus regenerative power for each unit travel section.

[0063] The mapping unit 54 further generates a contour map 72, as shown in Figure 7, which shows the correspondence between the distance (route) from the starting point to the unit running section and the amount of surplus regenerative power or regenerative efficiency corresponding to the time period during which the railway vehicle 100 traveled the unit running section. The horizontal axis of the contour map 72 shows the route (unit: km) from the starting point to the unit running section, and the vertical axis shows the time period. In the contour map 72, the regenerative efficiency is shown in color. In the contour map 72, the position of each station is shown by a solid line. In the contour map 72, the regenerative efficiency is shown for each unit running section between stations and for each time period during which the railway vehicle 100 traveled the unit running section.

[0064] As shown in Figure 7, by showing the distance from the starting point to the unit travel section and the surplus regenerative power amount or regenerative efficiency rate corresponding to the time of day the railway vehicle 100 traveled through the unit travel section for each unit travel section, it is possible to get an overview of the fluctuations in surplus regenerative power amount or regenerative efficiency rate power depending on the time of day, and users can easily understand where equipment for sharing regenerative power should be installed.

[0065] Furthermore, in Figure 7, by visualizing the running results of multiple train sets during the same time period by summing or averaging them, it becomes possible to grasp the trends in surplus regenerative power or regenerative efficiency of multiple trains running on a single running section. Since users can get an overview of the changes in surplus regenerative power or regenerative efficiency for each time period, they can more easily consider the installation location of equipment for sharing regenerative power in more detail than in Figure 5.

[0066] The mapping unit 54 further generates graph data 73 for each unit travel section, as shown in Figure 8, which associates the distance from the starting point to the unit travel section with at least one of the surplus regenerative energy and regenerative efficiency in the unit travel section. The horizontal axis of the graph data 73 shows the distance (in km) from the starting point to the unit travel section, the left vertical axis shows the energy (in kWh), and the right vertical axis shows the regenerative efficiency (in %). In the graph data 73, the actual regenerative energy, ideal regenerative energy, and surplus regenerative energy are shown as bar graphs. Specifically, the black bar graph, white bar graph, and diagonal bar graph represent the actual regenerative energy, ideal regenerative energy, and surplus regenerative energy, respectively. In the graph data 73, the regenerative efficiency is shown as a line graph.

[0067] The mapping unit 54 outputs surplus regenerative power information that includes at least one of the surplus regenerative power map 71, contour plot 72, and graph data 73.

[0068] As described above, the power monitoring device 42 according to Embodiment 2 outputs surplus regenerative power information that associates the location information of a unit travel section with at least one of the surplus regenerative power amount and the regeneration efficiency rate for each unit travel section whose length is shorter than the distance between stations.

[0069] The power monitoring device 42 outputs surplus regenerative power information, including graph data 73 showing the actual regenerative power amount, ideal regenerative power amount, surplus regenerative power amount, and regenerative efficiency rate. This visualizes the surplus regenerative power amount and regenerative efficiency rate, making it easy for users to identify locations where equipment for sharing regenerative power should be installed.

[0070] The power monitoring device 42 according to Embodiment 2 includes, in addition to the configuration of the power monitoring device 41 according to Embodiment 1, a section position estimation unit 58 that estimates the latitude and longitude of a unit travel section. By using the travel position distance information generated by the section position estimation unit 58 and the corresponding information of latitude and longitude, the railway vehicle 100 can display the surplus regenerative power amount or regeneration efficiency on a map, such as the surplus regenerative power amount map 71, even without a device for acquiring latitude and longitude information, such as a GPS receiver.

[0071] Furthermore, the power monitoring device 42 according to Embodiment 2 outputs surplus regenerative power information for each unit travel section shorter than the distance between stations, showing the location information of the unit travel section and at least one of the surplus regenerative power amount and the regeneration efficiency rate in association with it. As a result, it becomes possible to monitor the surplus regenerative power amount with high accuracy.

[0072] (Embodiment 3) The configuration of the power monitoring device is not limited to the example described above. The power monitoring device 43 according to Embodiment 3 shown in Figure 9, in addition to the configuration of the power monitoring device 41 according to Embodiment 1, further includes an extraction unit 59 that extracts unit driving sections that satisfy a defined standard for the amount of surplus regenerative power or the regeneration efficiency rate based on surplus regenerative power information, and outputs extracted information indicating the surplus regenerative power information corresponding to the extracted unit driving sections. The hardware configuration of the power monitoring device 43 is the same as that of the power monitoring device 41. The power monitoring device 43 according to Embodiment 3 will be described below, focusing on the differences from Embodiment 1.

[0073] The extraction unit 59 is assumed to have in advance information on energy thresholds and regenerative efficiency thresholds determined according to the introduction cost of equipment for sharing regenerative power, the investment recovery period, and the amount of electricity that needs to be supplied to the equipment over the investment recovery period. As an example, the extraction unit 59 obtains a surplus regenerative power map 71 as surplus regenerative power information from the mapping unit 54. The extraction unit 59 extracts unit driving sections from the unit driving sections shown in the surplus regenerative power map 71 in which the amount of surplus regenerative power in the unit driving section is equal to or greater than the energy threshold, and lists the unit driving sections and the amount of surplus regenerative power in the unit driving sections. The extraction unit 59 outputs extracted information showing the listed unit driving sections and the amount of surplus regenerative power in the unit driving sections.

[0074] As an example, the extraction unit 59 generates a surplus regenerated power list 74 as extracted information, and outputs surplus regenerated power information by adding the surplus regenerated power list 74 to the surplus regenerated power amount map 71, as shown in Figure 10.

[0075] As another example, the extraction unit 59 acquires graph data 73 showing the actual regenerative power amount, ideal regenerative power amount, surplus regenerative power amount, and regenerative efficiency rate for each unit travel section as surplus regenerative power information. As shown in Figure 11, the extraction unit 59 extracts unit travel sections in which the regenerative efficiency rate is below the regenerative efficiency rate threshold, and processes the graph data 73 for those unit travel sections by adding fills, shading, borders, underlines, etc. The extraction unit 59 outputs extraction information showing the processed unit travel sections. The extraction unit 59 outputs surplus regenerative power information showing the processed graph data, in other words, the graph data 73 including the extraction information.

[0076] As described above, the power monitoring device 43 according to Embodiment 3 extracts unit driving sections in which the surplus regenerative power amount or regenerative efficiency rate meets a predetermined standard, and outputs surplus regenerative power information corresponding to the extracted unit driving sections as extracted information. This makes it possible to visualize the surplus regenerative power amount and regenerative efficiency rate that meet the predetermined standard, and allows users to easily understand where equipment for sharing regenerative power should be installed.

[0077] (Embodiment 4) The power monitoring device may determine the extracted information based on information supplied from an external source. The power monitoring device 44 according to Embodiment 4 shown in Figure 12 acquires at least one of land information and power supply and demand information from an external source. The hardware configuration of the power monitoring device 44 is the same as that of the power monitoring device 41. The power monitoring device 44 according to Embodiment 4 will be described below, focusing on the differences from Embodiment 3.

[0078] Land information includes at least one of the following: land use zone information, land use information, and vacant lot information for the area where the rails on which the railway vehicle 100 runs are laid. Land use zone information is information indicating the land use, such as residential area, commercial area, industrial area, etc. Land use information is information indicating the land use, such as rice paddies, forests, building sites, etc. Vacant lot information is information about vacant lots existing in the area. Electricity demand information includes at least one of the supply and demand balance of electricity and the amount of electricity consumed in the area where the rails on which the railway vehicle 100 runs are laid.

[0079] The extraction unit 59 of the power monitoring device 44 acquires at least one of land information and power supply and demand information for each of the areas R1, R2, R3, and R4 where the rails are laid, as shown by the dotted lines in Figure 13. As an example, the extraction unit 59 determines whether the land information for areas R1, R2, R3, and R4 meets the land criteria necessary for installing equipment for sharing regenerated power, such as required area and building conditions. The extraction unit 59 extracts from the unit running sections included in the areas that meet the land criteria the unit running sections in which the amount of surplus regenerated power in the unit running section is equal to or greater than the power threshold, or the regenerative efficiency rate is equal to or less than the regenerative efficiency rate threshold, and outputs extracted information indicating the surplus regenerated power information corresponding to the extracted unit running sections.

[0080] As another example, the extraction unit 59 determines whether the power demand information for regions R1, R2, R3, and R4 meets a predetermined supply and demand standard, for example, a standard determined according to the maximum value of surplus regenerated power. The extraction unit 59 extracts from the unit driving sections included in the regions that meet the demand standard whether the amount of surplus regenerated power in the unit driving section is equal to or greater than the power threshold, or whether the regenerative efficiency rate is equal to or less than the regenerative efficiency rate threshold, and outputs extracted information indicating the surplus regenerated power information corresponding to the extracted unit driving sections.

[0081] As described above, the power monitoring device 44 according to Embodiment 4 extracts unit driving sections from areas that meet the criteria for at least one of the land information and power demand information, specifically unit driving sections where the amount of surplus regenerated power in the unit driving section is equal to or greater than the power amount threshold, or unit driving sections where the regenerative efficiency rate is equal to or less than the regenerative efficiency rate threshold. As a result, areas that meet the defined land criteria or demand criteria, and the amount of surplus regenerated power and the regenerative efficiency rate in those areas are visualized, making it easy for users to identify locations where equipment for sharing regenerated power should be installed.

[0082] This disclosure is not limited to the examples of the embodiments described above. Multiple embodiments from the above embodiments can be arbitrarily combined. For example, the power monitoring devices 43 and 44 may further include the section position estimation unit 58 provided in the power monitoring device 42.

[0083] The method for determining the ideal regenerative energy is not limited to the example described above. For example, the power monitoring device 41-44 may adjust the regenerative efficiency using an adjustment coefficient used by the power conversion circuit control unit 12 when adjusting the target torque according to the characteristics of the motor M1 when the speed of the motor M1 is high. In detail, the surplus regenerative energy determination unit 57 determines the actual regenerative energy Q Ｒ The regeneration efficiency R ｅ Divide by and adjust the adjustment coefficient α(V Ｔ By multiplying by ), the ideal regenerative energy Q Ｉ We seek Q. In other words, Q Ｉ = (Q Ｒ / R ｅ )・α(V Ｔ The following holds true: Adjustment coefficient α(VＴ ) is a positive number less than or equal to 1 and is a function of the speed of the railway vehicle 100. Adjustment coefficient α(V Ｔ ) deviates from 1 as the speed of the railway vehicle 100 increases.

[0084] The configuration of the regenerative braking status determination unit 53 is not limited to the example described above. For example, when the mapping unit 54 outputs surplus regenerative power information that associates only the regenerative efficiency rate with the position information of a unit driving section, as shown in Figure 7, the regenerative braking status determination unit 53 may have only a regenerative efficiency rate determination unit 55, as shown in Figure 14.

[0085] The method by which the monitoring device 31 acquires each data is not limited to the examples described above. For example, the monitoring device 31 may acquire the measured values ​​of the voltage sensor V1 and the current sensor A1 via the power conversion circuit control unit 12. As another example, the monitoring device 31 may calculate the travel position distance information (kilometers) based on the rotation speed of the wheels of the railway vehicle 100. The calculation method is not limited, but as an example, the travel distance of the railway vehicle 100 can be calculated based on pulse information obtained from a speed generator (not shown) mounted on the railway vehicle 100, and the kilometers can be calculated by adding the calculated travel distance to the starting position.

[0086] The period covered by the surplus regenerative power information generated by the mapping unit 54 is not limited to the example described above and can be arbitrary. For example, the mapping unit 54 may generate surplus regenerative power information based on the amount of surplus regenerative power over a week.

[0087] The surplus regenerative power information output by the mapping unit 54 is not limited to the examples described above. For example, the surplus regenerative power map 71 may show the surplus regenerative power amount by color, as shown in Figure 5, or it may show the surplus regenerative power amount as a graph on the map data. Similarly, the contour map 72 may show the regeneration efficiency rate by color, as shown in Figure 7, or it may show the regeneration efficiency rate as a three-dimensional graph.

[0088] As another example, the mapping unit 54 may generate a surplus regenerative power map that shows the surplus regenerative power amount in color or graph on three-dimensional map data including latitude, longitude, and altitude. In this case, the data acquisition unit 51 only needs to acquire the latitude, longitude, and altitude of the railway vehicle 100's running position, which the monitoring device 31 has acquired from GPS signals. By visualizing the surplus regenerative power amount on the three-dimensional map data, users can easily understand where equipment for sharing regenerative power should be installed, while taking the terrain into consideration.

[0089] The extracted information generated by the extraction unit 59 is not limited to the examples described above. In the surplus regenerative power list 74 shown in Figure 10, the amount of surplus regenerative power is shown for each kilometer, specifically for each distance from the starting point (unit: km), but latitude and longitude may be used instead of kilometers. As another example, the extraction unit 59 may highlight the relevant locations on a map based on the extracted information in the list. This allows the user to visually understand the effective locations for installing equipment to share regenerative power.

[0090] The mechanical brake device 94 is not limited to the tread brake device described in the embodiment, but is any device that mechanically generates braking force. For example, the mechanical brake device 94 may be a disc brake device.

[0091] Railway vehicles 100 include trolleybuses, trams, LRT (Light Rail Transit), etc.

[0092] The power monitoring device 41-44 may be implemented as a function of a server installed on the ground.

[0093] The power monitoring devices 41-44 may determine the amount of surplus regenerative energy from the power converter 1 mounted on a railway vehicle using an AC power supply system. In this case, the data acquisition unit 51 should determine the amount of regenerative energy based on the voltage applied to the AC side of the converter connected to the secondary terminal of the transformer and the current flowing through the AC side of the converter.

[0094] The power monitoring devices 41-44 can determine the amount of surplus regenerated power from the power converter 1 for multiple railway vehicles, as described above.

[0095] In the above embodiment, the power monitoring devices 41-44 monitor the regenerative power of the power converter 1 installed in one train set based on the running results of one or more train sets. However, the power monitoring devices may also monitor the regenerative power of the power converter 1 installed in multiple train sets based on the running results of multiple train sets. In this case, for example, the surplus regenerative power amount map 71 output by the power monitoring device 41 may show the total or average value of the surplus regenerative power of the power converter 1 installed in multiple train sets. This makes it possible for the user to grasp the trend of surplus regenerative power amount or regenerative efficiency of multiple railway vehicles 100 running on a unit running section, and facilitates the selection of installation locations for equipment for sharing regenerative power.

[0096] The central part of the power monitoring device 41-44, which has a processor 81, memory 82, and interface 83 and performs control processing, can be implemented using a normal computer system rather than a dedicated system. For example, a computer program for performing the above-mentioned operations may be stored on a computer-readable recording medium (flexible disk, CD-ROM (Compact Disc-Read Only Memory), DVD-ROM (Digital Versatile Disc-Read Only Memory), etc.) and distributed, and the power monitoring device 41-44 that performs the above-mentioned processing may be implemented by installing the computer program on a computer. Alternatively, the computer program may be stored on a storage device of a server device on a communication network, and the power monitoring device 41-44 may be implemented by downloading it from a normal computer system.

[0097] If the functions of the power monitoring device 41-44 are realized through a division of labor between the OS (Operating System) and the application program, or through cooperation between the OS and the application program, then only the application program portion may be stored on a recording medium, storage device, etc.

[0098] It is also possible to superimpose a computer program onto a carrier wave and distribute it via a communication network. For example, the computer program could be posted on a bulletin board system (BBS) on a communication network and distributed via the communication network. Then, the above-described process could be executed by starting this computer program and running it under the control of the OS, just like any other application program.

[0099] The power monitoring devices 41-44 may be implemented by a processing circuit 84, as shown in Figure 15. The processing circuit 84 is connected to the monitoring device 31 via an interface circuit 85. If the processing circuit 84 is dedicated hardware, it may be, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or a combination thereof. Each part of the power monitoring devices 41-44 may be implemented by an individual processing circuit 84, or each part of the power monitoring devices 41-44 may be implemented by a common processing circuit 84.

[0100] Some of the functions of the power monitoring device 41-44 may be implemented by dedicated hardware, while other functions may be implemented by software or firmware. For example, the data acquisition unit 51 and storage unit 52 of the power monitoring device 41-44 may be implemented by the processing circuit 84 shown in Figure 15, and the regeneration status determination unit 53 and mapping unit 54 may be implemented by the processor 81 shown in Figure 3 reading and executing a program stored in the memory 82.

[0101] This disclosure allows for various embodiments and modifications without departing from the broad spirit and scope of this disclosure. Furthermore, the embodiments described above are for illustrative purposes only and do not limit the scope of this disclosure. In other words, the scope of this disclosure is indicated by the claims, not by the embodiments. Various modifications made within the scope of the claims and the equivalent significance of the disclosure are considered to be within the scope of this disclosure.

[0102] 1 Power conversion device, 1a, 1b Primary terminals, 1c, 1d, 1e Secondary terminals, 11 Power conversion circuit, 12 Power conversion circuit control unit, 21 Brake control device, 31 Monitor device, 41, 42, 43, 44 Power monitoring device, 51 Data acquisition unit, 52 Storage unit, 53 Regeneration status determination unit, 54 Mapping unit, 55 Regeneration effectiveness rate determination unit, 56 Actual regenerative energy amount determination unit, 57 Excess regenerative energy amount determination unit, 58 Section position estimation unit, 59 Extraction unit, 61 Power monitoring system, 71 Excess regenerative energy amount map, 72 Contour diagram, 73 Graph data, 74 Excess regenerative power list, 80 Bus, 81 Processor, 82 Memory, 83 Interface, 84 Processing circuit, 85 Interface circuit, 91 Current collector, 92 Master controller, 93 Load-sensitive detector, 94 Mechanical brake device, 100 railway vehicle, A1 current sensor, C1 capacitor, L1 reactor, HB1 high-speed circuit breaker, M1 motor, R1, R2, R3, R4 region, S1 operation command, S2 power conversion control signal, S3 regenerative pattern, S4 regenerative feedback, V1 voltage sensor.

Claims

1. A power conversion device mounted on a railway vehicle that converts power supplied from a current collector connected to the primary terminal into power to be supplied to an electric motor connected to the secondary terminal, supplies the converted power to the electric motor, converts power supplied from the electric motor, which operates as a generator, into power to be supplied to external equipment of the railway vehicle, and generates regenerative braking force by supplying the converted power to the external equipment via the current collector, wherein the power monitoring device monitors the regenerative power supplied to the outside of the railway vehicle by the power conversion device, comprising: a regenerative status determination unit that determines at least one of the surplus regenerative power amount, which is the difference between the actual value and the ideal value of the regenerative power amount output by the power conversion device while the railway vehicle is running through the unit running section, and the regenerative efficiency rate, for each of a plurality of unit running sections whose length is shorter than the distance between stations; a mapping unit that outputs surplus regenerative power information that shows the correspondence between the location information of the unit running section and at least one of the surplus regenerative power amount and the regenerative efficiency rate determined by the regenerative status determination unit, for each of the unit running sections A power monitoring device equipped with the following features.

2. The power monitoring device according to claim 1, wherein the mapping unit acquires the latitude and longitude of the unit travel section, associates map data of the area on which the rails on which the railway vehicle travels are laid with at least one of the surplus regenerative power amount and the regenerative efficiency rate in the unit travel section based on the latitude and longitude of the unit travel section, and outputs the surplus regenerative power information including a surplus regenerative power map showing at least one of the surplus regenerative power amount and the regenerative efficiency rate in the unit travel section on the map data.

3. The power monitoring device according to claim 2, wherein the mapping unit outputs surplus regenerative power information including the surplus regenerative power map that shows the surplus regenerative power amount or the regeneration efficiency rate in the unit driving section in color on the map data.

4. The power monitoring device according to any one of claims 1 to 3, wherein the mapping unit outputs surplus regenerative power information for each unit travel section, including graph data that shows the distance from the starting point to the unit travel section and at least one of the surplus regenerative power amount and the regeneration efficiency in the unit travel section in correspondence.

5. The power monitoring device according to any one of claims 1 to 4, wherein the mapping unit outputs surplus regenerative power information including a contour diagram that shows the correspondence between the distance from the starting point to the unit running section and the amount of surplus regenerative power or the regeneration efficiency rate corresponding to the time period during which the railway vehicle ran the unit running section.

6. The power monitoring device according to any one of claims 1 to 5, wherein the regenerative braking status determination unit determines the unit running section on which the railway vehicle is traveling, based on the distance from the starting point to the running position of the railway vehicle and the correspondence between the unit running section and the distance from the starting point to the unit running section.

7. The power monitoring device according to any one of claims 1 to 5, wherein the regenerative status determination unit determines the unit travel section on which the railway vehicle is traveling based on the latitude and longitude of the travel position of the railway vehicle obtained based on global navigation satellite system signals, and the correspondence between the unit travel section and the latitude and longitude of the unit travel section.

8. The power monitoring device according to any one of claims 1 to 7, further comprising a section position estimation unit that estimates the latitude and longitude of each unit travel section from the distance from the starting point to the target equipment and the latitude and longitude of the target equipment, which are defined for each of the target equipment including at least one of a level crossing, a station, and a signal.

9. The power monitoring device according to any one of claims 1 to 8, further comprising an extraction unit that, based on the surplus regenerative power information, extracts the unit travel section in which the surplus regenerative power amount is equal to or greater than the power quantity threshold or the unit travel section in which the regenerative efficiency is less than or equal to the regenerative efficiency threshold, and outputs extracted information indicating the surplus regenerative power information corresponding to the extracted unit travel section, using a power quantity threshold or a regenerative efficiency threshold determined according to at least one of the cost of introducing equipment for sharing regenerative power, the length of the investment recovery period, and the amount of electricity that needs to be supplied to the equipment over the investment recovery period.

10. The power monitoring device according to claim 9, wherein the extraction unit acquires land information including at least one of land use zone information, land use information, and vacant lot information for the area on which the rails on which the railway vehicle runs are laid, and extracts from the unit running sections included in the area that the land information satisfies the land standards necessary for installing equipment for sharing regenerative power, the unit running sections in which the surplus regenerative power amount is equal to or greater than the power amount threshold, or the unit running sections in which the regenerative efficiency rate is equal to or less than the regenerative efficiency rate threshold.

11. The power monitoring device according to claim 9 or 10, wherein the extraction unit acquires power supply and demand information including at least one of the power supply and demand balance and power consumption in the area on which the rails on which the railway vehicle runs are laid, and extracts from the unit running sections included in the area on which the power supply and demand information satisfies the defined supply and demand criteria unit running sections in which the surplus regenerative power amount is equal to or greater than the power amount threshold, or the regenerative efficiency rate is equal to or less than the regenerative efficiency rate threshold.

12. The power monitoring device according to any one of claims 1 to 11, wherein the regenerative status determination unit determines, for each of the unit travel sections, at least one of the surplus regenerative energy, which is the difference between the ideal value, which is the amount of regenerative energy, and the actual value, when the actual torque of the electric motor can be considered to match the target regenerative torque obtained by limiting the target value of the torque of the electric motor for obtaining the regenerative braking force with an adjustment coefficient according to the speed of the railway vehicle, and the regenerative efficiency ratio.

13. The power monitoring device according to any one of claims 1 to 12, further comprising a data acquisition unit that acquires the running position of the railway vehicle, a target regenerative torque which is a target value of the torque of the electric motor for obtaining the regenerative braking force, and an actual regenerative torque which is the actual torque of the electric motor during regenerative braking, wherein the regenerative status determination unit has a regenerative effectiveness determination unit that, for each of the unit running sections, determines the regenerative effectiveness rate from the target regenerative torque and the actual regenerative torque of the electric motor equipped with the railway vehicle running in the unit running section.

14. The power monitoring device according to claim 13, wherein the data acquisition unit further acquires a voltage value applied to the railway vehicle and a current value flowing through the primary terminal, and the regenerative status determination unit further comprises: an actual regenerative energy determination unit that, for each of the unit travel sections, determines the actual regenerative energy, which is the amount of regenerative energy output by the power converter while the railway vehicle is traveling through the unit travel section, from the voltage value and the current value during regenerative braking of the railway vehicle traveling through the unit travel section; and a surplus regenerative energy determination unit that, for each of the unit travel sections, determines the surplus regenerative energy, which is the difference between the ideal regenerative energy, which is the amount of regenerative energy when the actual regenerative torque can be considered to match the target regenerative torque, and the actual regenerative energy, from the actual regenerative energy and the regenerative efficiency rate.

15. A power conversion device mounted on a railway vehicle that converts power supplied from a current collector connected to a primary terminal into power to be supplied to an electric motor connected to a secondary terminal, supplies the converted power to the electric motor, converts power supplied from the electric motor, which operates as a generator, into power to be supplied to external equipment of the railway vehicle, and generates regenerative braking force by supplying the converted power to the external equipment via the current collector, wherein the device acquires the voltage value applied to the railway vehicle and the current value flowing through the primary terminal, and acquires the running position of the railway vehicle, the target regenerative torque which is the target value of the torque of the electric motor for obtaining the regenerative braking force, and the actual regenerative torque which is the actual torque of the electric motor during regenerative braking, comprising: a monitor device mounted on the railway vehicle; and the power monitoring device according to claim 14, wherein the data acquisition unit of the power monitoring device acquires the running position of the railway vehicle, the target regenerative torque, the actual regenerative torque, the voltage value, and the current value from the monitor device.

16. A power conversion device mounted on a railway vehicle, which converts power supplied from a current collector connected to a primary terminal into power to be supplied to an electric motor connected to a secondary terminal, supplies the converted power to the electric motor, converts power supplied from the electric motor, which operates as a generator, into power to be supplied to external equipment of the railway vehicle, and generates regenerative braking force by supplying the converted power to the external equipment via the current collector, wherein a power monitoring device that monitors the regenerative power supplied to the outside of the railway vehicle by the power conversion device performs a power monitoring method, wherein for each of a plurality of unit running sections whose length is shorter than the distance between stations, the power monitoring device determines at least one of the surplus regenerative power amount, which is the difference between the actual value and the ideal value of the regenerative power amount output by the power conversion device while the railway vehicle is running through the unit running section, and the power monitoring method that outputs surplus regenerative power information for each of the unit running sections, showing the position information of the unit running section and at least one of the determined surplus regenerative power amount and the power monitoring method.

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