JP5043162B2 - Drive system - Google Patents

Description

The present invention relates to a vehicle drive system formed from at least two vehicles equipped with an energy storage device such as a power storage device and a power generation device such as a diesel engine generator.

  2. Description of the Related Art Conventionally, there is known a hybrid vehicle that is equipped with a power storage device such as a battery and a capacitor in addition to an engine generator and supplies electric power to the motor. In a train with a plurality of such vehicles connected, a plurality of engines that distribute and hold power are individually controlled according to the load required by the train so that the fuel consumption is minimized. However, when the output of the engine is insufficient, it is known to replenish the insufficient energy from the power storage device (see, for example, Patent Document 1).

Japanese Patent Laid-Open No. 8-198102

  However, the train described in Patent Document 1 replenishes energy from the power storage device when the output of the engine is insufficient during driving such as climbing, and the charging current to the power storage device and the power storage device Deterioration due to the discharge current is not considered. In such a power storage device, energy loss is less likely to occur as the charge / discharge current for the device is smaller, and conversely, energy loss is more likely to occur as the charge / discharge current for the device becomes steeper. This energy loss changes to heat, which directly leads to a temperature rise of the power storage device, and changes the physical properties of the internal material of the power storage device. As a result, problems such as a decrease in the maximum amount of electricity stored in the power storage device and a delay in the electricity storage speed arise.

  When the train is braked, it is a good opportunity to generate braking force on the motor by regeneration from the electric motor to the power storage device and to charge the power storage device by regeneration. However, when the amount of charge of the power storage device is full due to overcharging due to regeneration, further regeneration cannot be expected. For this reason, it is necessary to operate the air brake for the axle or wheel connected to the electric motor. However, since braking by the air brake involves friction with the axle or wheel, train maintenance and parts are caused by wear of brake shoes and the like. There arises a problem that it takes time and effort for replacement.

Therefore, the present invention aims to provide a drive system that avoids steep charge / discharge current to the power storage device, extends the life of the power storage device, and saves time and labor for train maintenance and parts replacement. It is what.

To solve the above problems and achieve an object of the present invention, the present invention is converted first and the power conversion apparatus for converting power of the plurality of power generating equipment for generating power by the fuel, by the first power converter A power storage device that stores the generated power, and a second power conversion device that mutually converts output power of the first power conversion device and / or power of the power storage device and power of an electric motor that drives a vehicle, A train control device that controls activation / non-activation of the plurality of power generation devices based on a temperature of the power storage device, and controls a discharge current of the power storage device according to output power of the power generation device in an activated state; , Has.

Preferably, in the train control device, all the power generation devices are operated at a high efficiency point, and a discharge current of the power storage device exceeds a first threshold value determined based on a temperature of the power storage device . In this case, the plurality of power generators are sequentially operated at the maximum output point.
Also preferably, the train control device, based on the temperature before Symbol power storage device to determine a second threshold current of said power storage device, in a case where at least one of the power generating device is operating When the charging current of the power storage device exceeds the second threshold, the power generating devices operating at the maximum output point are sequentially operated at the high efficiency point, and all the power generating devices are at the high efficiency point. If you are driving, stop sequentially.
Preferably, the train control device changes a startup order based on a fuel consumption amount or a remaining fuel amount of the power generation device when starting the plurality of power generation devices.

Preferably, the train control device detects a drive command from the cab and an output of the power generation device in response to the drive command, and based on an operation state based on the drive command and a fuel consumption rate of the plurality of power generation devices. And determining a power generation device to be preferentially activated among the plurality of power generation devices.

Also preferably, the train control device, when the operation by driving kinematic command state chargeable electric energy of the power storage device at the time of braking becomes 0 (zero), is to operate the exhaust brake.

The train control device according to the present invention is a drive system that stores a history of a relationship of a first threshold value with respect to a temperature of the power storage device.
The train control device according to the present invention is a drive system that stores the history in consideration of deterioration due to the total usage time of the power storage device.
Moreover, it is preferable that the said train control apparatus in this invention updates the relationship of the 1st threshold value with respect to the temperature of the said electric power storage apparatus periodically or at arbitrary timings.

According to the present invention, it is possible to avoid a sudden charge / discharge to the power storage device, prevent energy loss, and extend the life of the power storage device by maintaining the temperature of the power storage device at an appropriate temperature. it can.
Further, according to the present invention, it is possible to save time and labor for train maintenance and parts replacement.

The schematic block diagram of the train by one Embodiment of this invention is shown. It is a figure which shows the relationship between the power control notch of a power generator, its power device rotation speed, an output, and a fuel consumption rate. It is a figure which shows the numerical example of the power control notch of a power generator, its power device rotation speed, an output, and a fuel consumption rate. It is a flowchart which shows operation | movement. It is a figure which shows the relationship between a cab instruction | command, its driving | running state, the control instruction | command of an electric power storage apparatus, and the control instruction | command of an electric power generating apparatus. FIG. 6A is an operation state, FIG. 6B is a storage capacity in a use range, FIG. 6C is a power storage device charge / discharge current, and FIG. 6D is an engine operation pattern. It is a figure which shows the relationship between the temperature of an electric power storage apparatus, and the 1st threshold value and 2nd threshold value which are the starting / stopping conditions of a motive power apparatus.

Embodiments of the present invention will be described below with reference to the drawings as appropriate.
FIG. 1 is a schematic configuration diagram of a train according to an embodiment of the present invention.
In this figure, a train formed from a plurality of vehicles 1, 1-2,..., 1-n is shown, and three vehicles 1, 1-2, 1-n out of the trains have electric motors 2, 2-2. , 2-n is mounted, and the entire train is driven by rotating the axles and wheels connected to the motors by the plurality of motors 2, 2-2, 2-n. The number of vehicles on which the motors 2, 2-2, 2-n are mounted is not limited to three, and even if the motor 2 is not mounted on the leading vehicle 1 on which the cab 10 is mounted. good. Note that a vehicle on which the motors 2, 2-2, 2-n are not mounted has only axles and wheels that follow the vehicle on which the motors 2, 2-2, 2-n are mounted.

  As the motors 2, 2-2, and 2-n, a three-phase AC motor (induction motor or synchronous motor) is generally used. In order to supply electric power to the electric motors 2, 2-2, 2-n, the DC power of the power storage device 6 is normally converted into AC by the power converters 5, 5-2, 5-n and the electric motors 2, 2 -2, 2-n. The power converters 5, 5-2, and 5-n include not only the power from the power storage device 6, but also the power generators 4, 4-2, and 4-n to the power converters 3, 3-2, and 3 Power is supplied via -n.

  The power generators 4, 4-2, and 4-n are configured by combining a power generator (hereinafter abbreviated as an engine) such as a diesel engine and a generator, for example. This engine can be operated as an exhaust brake by controlling the exhaust to be in a reverse injection state. The power generators 4, 4-2, and 4-n are not limited to the combination of a diesel engine and a generator, and for example, a fuel cell may be adopted. The control devices 13, 13-2 and 13-n for controlling the power generation devices 4, 4-2 and 4-n preferably have a function of monitoring the fuel consumption amount and the remaining fuel amount of the engine. .

The power storage device 6 is a chargeable / dischargeable power storage device composed of a secondary battery such as a nickel cadmium battery, a lithium ion battery, or a lead battery. The control device 14 that controls the power storage device 6 has a function of, for example, detecting the charge / discharge current of the power storage device 6 and accumulating it, thereby grasping the storage amount of the power storage device 6.
The temperature detector 15 is means for detecting the temperature when the power storage device 6 is used.

  The train control device 9 receives a driver's command from the cab 10, and controls the control devices 13, 13-2, 13-n of the power generation devices 4, 4-2, and 4-n, and the power conversion devices 3 and 3-2. , 3-n control devices 12, 12-2, 12-n, power conversion devices 5, 5-2, 5-n control devices 11, 11-2, 11-n, and power storage device 6 control device 14 Further, an air brake control device (not shown) is controlled.

  Here, the train control device 9 detects the temperature of the power storage device 6 with the temperature detection unit 15, and determines the allowable value of the discharge current of the power storage device 6 based on the temperature of the power storage device 6. And when the allowable value of the discharge current of the power storage device 6 exceeds the first threshold value, the train control device 9 is an unstarted power generation device among the plurality of power generation devices 4, 4-2, 4-n. And the power generator is operated at a high efficiency point.

  At the same time, the train control device 9 determines that the sum of the power of the power storage device 6 determined from the discharge current of the power storage device 6 and the voltage of the power storage device 6 and the output power of the activated power generator from the cab 10. The discharge current of the power storage device 6 is controlled so that the amount of electric power required for traveling is obtained based on the drive command.

  Moreover, when all the power generation devices 4, 4-2, 4-n are operated at a high efficiency point and the allowable value of the discharge current of the power storage device 6 exceeds the first threshold, the train control device 9 The plurality of power generators 4, 4-2, 4-n are sequentially operated at the maximum output point.

  Moreover, the train control device 9 determines the allowable value of the charging current of the power storage device 6 based on the temperature of the power storage device 6 detected by the temperature detection unit 15. When at least one power generation device 4, 4-2, or 4-n is operating and the allowable value of the charging current of the power storage device 6 exceeds the second threshold, the maximum output point The power generators 4, 4-2, and 4-n that are operating in the above are sequentially operated at high efficiency points. Moreover, when all the power generation devices 4, 4-2, and 4-n are operating at high efficiency points, the power generation devices 4, 4-2, and 4-n are sequentially stopped.

In addition, the train control device 9 starts or stops the plurality of power generation devices 4, 4-2, 4-n based on the fuel consumption amount or the remaining fuel amount of the power generation devices 4, 4-2, 4-n. The order of activation is changed.
In addition, the train control device 9 detects the drive command from the cab 10 and the output of the power generation devices 4, 4-2, 4-n in response to the drive command, the operation state according to the drive command, and the plurality of power generation devices 4, Based on the fuel consumption rate of 2, 4-n, the number of power generation devices 4, 4-2, 4-n to be activated among the plurality of power generation devices 4, 4-2, 4-n is determined.

Furthermore, the train control device 9 detects the drive command from the cab 10 and the amount of power of the power storage device 6, and the chargeable power amount of the power storage device 6 is 0 (zero) when the operation state by the drive command is braking. ), Activate the exhaust brake.
Further, the train control device 9 detects a drive command from the cab 10 and the temperature of the power storage device 6, and a plurality of power generation devices based on the temperature of the power storage device 6 when the operation state based on the drive command is not during braking. The number of power generation devices 4, 4-2, 4-n to be activated among 4, 4-2, 4-n is determined.

In addition, the train control device 9 stores a history of the relationship of the first threshold value or the second threshold value with respect to the temperature of the power storage device 6 as a table or the like in an internal memory. For example, the value of the first threshold value or the second threshold value is decreased every time the temperature rises beyond the steady use temperature.
In addition, the train control device 9 stores a history in consideration of deterioration due to the total usage time of the power storage device 6. For example, the value of the first threshold value or the second threshold value is decreased every time the total usage time of the power storage device 6 increases.

Moreover, the train control device 9 updates the relationship of the first threshold value or the second threshold value with respect to the temperature of the power storage device 6 periodically or at an arbitrary timing. For example, when the temperature returns to the steady use temperature from the history, the value of the first threshold value or the second threshold value is increased. Also, for example, a new history is updated by a switching operation every 24 hours or every week.
Note that the power storage device 6 and the train control device 9 may not be mounted on a vehicle having the cab 10.

  FIG. 2 and FIG. 3 show the relationship between the power control notch of the engine of the power generation device 4, the power device rotation speed, the output, and the fuel consumption rate, and numerical examples. FIG. 2 shows the characteristics of the engine, and differs depending on the engine. In the example given here, when the power control notch is “2”, the fuel consumption rate is the best at 200 (g / kwh) as shown by 24, and the medium output characteristic shown by 26 is obtained. Is the high efficiency point. The maximum output point indicated by 25 is when the power control notch is “3”. At this time, as shown in the middle of 21 and 22, the fuel consumption rate is the worst at 225 (g / kwh). When the power control notch is “1”, the minimum output (see curve 27) is obtained. At this time, as indicated by 22, the fuel consumption rate is poor at 220 (g / kwh).

Further, there is an idle state (not shown) at a power device rotational speed lower than that of the power control notch 1.
The notches set here are four positions including idle, but can be applied to the embodiment of the present invention even if the number of positions is not four according to the application.

  As shown in a specific numerical example in FIG. 3, when the power control notch 31 is 1, the power unit rotational speed 32 is 1300 (rpm), the output 33 is 150 (kw), and the fuel consumption rate 34 is 208 (g / g). kwh). When the power control notch 31 is 2, the power device rotational speed 32 is 1600 (rpm), the output 33 is 300 (kw), and the fuel consumption rate 34 is 200 (g / kwh). When the power control notch 31 is 3, the power device rotational speed 32 is 2200 (rpm), the output 33 is 450 (kw), and the fuel consumption rate 34 is 215 (g / kwh). When the power control notch 31 is idle, the power device rotational speed 32 is 600 (rpm), the output 33 is 10 (kw), and the fuel consumption rate 34 is 350 (g / kwh).

  Moreover, 1 notch was set as an output point for adjusting the amount of charge of the power storage device 6, and a point at an output of 10 (kw) and a power device rotational speed of 600 (rpm) was set as idle. In the following embodiment, the power control notch 1 and the two notch positions of idle are not mentioned, but the train control device 9 arbitrarily uses these two notch positions depending on the charging state of the power storage device 6 and the operation state of the train. Is possible. For example, it is possible to replace the place of “stop” in the following with idle.

Hereinafter, the operation of the vehicle configured as described above will be described with reference to the drawings.
FIG. 4 is a flowchart showing the operation of the train control device 9 of the present embodiment. FIG. 5 is a diagram showing the relationship between the command of the cab 10 and its operation state, the control command of the power storage device 6, and the control command of the power generator 4. FIG. 6 is a time chart showing the operation of the vehicle, FIG. 6A is the driving state, FIG. 6B is the storage capacity of the usage range, FIG. 6C is the power storage device charging / discharging current, and FIG. 6D is the engine operating pattern. FIG. 7 is a diagram showing the relationship between the temperature of the power storage device 6 and the first threshold value and the second threshold value that are the start / stop conditions of the power plant.

  Periods TA, TB, and TC in FIG. 6 indicate that the driving state is the acceleration 61 state, as shown in FIG. 6A. At this time, as shown in FIG. 5, the command 51 of the cab 10 is a power notch, the operation state 52 is an acceleration state, the battery control command 53 is a discharge state, and the power generator command 54 is a high efficiency point to a maximum output point. When the operation state is entered, or when the command 51 of the cab 10 is a constant speed button (ON state), the operation state 52 is a constant speed state, the battery control command 53 is a charged or discharged state, and the power generator command 54 is high. It will be in the state of the driving | operating at the time of the driving | running | working from the efficiency point-the maximum output point, or the flat ground by an exhaust brake, or uphill.

Next, operation | movement of the train control apparatus 9 is demonstrated in detail using the flowchart of FIG.
After starting control in step S1 of FIG. 4, it is determined in step S2 whether the command from the cab 10 is a brake. When the driving state is the acceleration state, the command is not a brake, and the process proceeds to step S3. In step S3, it is determined whether or not the discharge current of the power storage device 6 exceeds the threshold value α.

  Here, the threshold value α of the power storage device 6 is preferably determined in advance according to the temperature of the power storage device 6. That is, since the temperature of the power storage device 6 before the start of train operation is lower than that during train operation, the current storage device 6 should have a current value that is as large as possible and hardly affects the service life. It is desirable that the energy be provided when one power generation device 4 is operated at a high efficiency point.

  For example, in the numerical example of FIG. 3, the threshold value α at the steady temperature is a current at which the output 33 is 300 (kw) when the power control notch 31 is 2 (for example, a secondary having a rating of 1500 (V)). When a battery is used, it is 200 (A)). On the other hand, as the train is operated, charging / discharging of the power storage device 6 proceeds, and when the battery temperature of the power storage device 6 rises due to loss of charging / discharging, the threshold value α is gradually increased to the initial value. It is desirable to lower it. For example, the charging amount of the power storage device 6 is lowered.

  Referring to the numerical example of FIG. 3, when the power control notch 31 is “1”, the output 33 is sequentially decreased linearly or stepwise until the current amount reaches 150 (kw) (for example, rated (When a secondary battery of 1500 (V) is used, it is 100 (A).) However, when the temperature of the power storage device 6 is lowered to the steady temperature by the cooling facility, it is desirable to increase the threshold value α again to the steady temperature (see FIG. 7). It should be noted that the reduction range of the threshold value α when the temperature rises is changed in consideration of deterioration due to the type, usage frequency, usage time, and the like of the power storage device 6.

  In FIG. 7, when the battery temperature of the power storage device 6 is a steady temperature of 0 to 30 degrees, the threshold value α is a current corresponding to the maximum efficiency output current of the power generation devices 4, 4-2, and 4-n. On the other hand, when the battery temperature of the power storage device 6 rises to 30, 40, 50, and 60 degrees, the threshold value α is sequentially decreased linearly or stepwise to a current corresponding to the charge adjustment output current of the power generation device 4. Value.

  Next, when the discharge current of the power storage device 6 exceeds the threshold value α in step S3, it is determined whether or not there are power generation devices 4, 4-2, and 4-n that are not activated in step S4. If there are power generators 4, 4-2, 4-n that have not been started, the power generators 4, 4-2, 4-n that have not been started in step S5 are started, and this is regarded as the high efficiency point. To do. That is, the power control notches of the power generators 4, 4-2, 4-n are operated at “2”.

  Thereafter, in step S6, the sum of the output power amount determined from the discharge current and voltage of the power storage device 6 and the output power amount of the activated power generators 4, 4-2, and 4-n is used as a drive command from the cab 10. The discharge current of the power storage device 6 is controlled so as to obtain the necessary power amount required for the traveling of the train determined based on the above.

  The processes from step S2 to step S6 are continued until all the power generation devices 4, 4-2, 4-n are operated at the high efficiency point. A period TA in FIG. 6 corresponds to the processing from step S2 to step S6. For example, when the charge / discharge current of the power storage device in FIG. 6C reaches the first threshold value α (discharge current) in the period TA, the first engine operation pattern in FIG. Control to notch 2).

  Next, when the power storage device charge / discharge current in FIG. 6C reaches the second threshold value α (discharge current), the second engine operation pattern in FIG. 6D is controlled from the stop state to the optimum output state. When the charge / discharge current of the power storage device in FIG. 6C reaches the third threshold value α (discharge current), the third engine operation pattern in FIG. 6D is controlled from the stop state to the optimum output state. Furthermore, when the charge / discharge current of the power storage device in FIG. 6C reaches the fourth threshold value α (discharge current), the fourth engine operation pattern in FIG. 6D is controlled from the stop state to the optimum output state.

  If the discharge current of the power storage device 6 exceeds the threshold value α in step S3 of FIG. 4 and all the power generation devices 4, 4-2, 4-n have been activated in step S4, the process proceeds to step S8. . In step S8, it is determined whether or not any of the activated power generators 4, 4-2, 4-n is not operated at the maximum output point. In step S9, the activated power generators 4, 4-2, 4 are activated. One of -n not operated at the maximum output point is sequentially operated at the maximum output point (power control notch 3). Thereafter, the process proceeds to step S6.

  The processes up to step S3, step S4, step S8, and step S9 are continued until all the power generation devices 4, 4-2, and 4-n are operated at the maximum output point. In FIG. 6, the period TB corresponds to the processing up to step S3, step S4, step S8, and step S9. For example, when the charge / discharge current of the power storage device in FIG. 6C reaches the first threshold value α (discharge current) in the period TB, the first engine operation pattern in FIG. Control to control notch 3).

  Next, when the charge / discharge current of the power storage device in FIG. 6C reaches the second threshold value α (discharge current), the second engine operation pattern in FIG. 6D is controlled from the optimum output state to the maximum output state. When the charge / discharge current of the power storage device in FIG. 6C reaches the third threshold value α (discharge current), the third engine operation pattern in FIG. 6D is controlled from the optimum output state to the maximum output state. Furthermore, when the charge / discharge current of the power storage device in FIG. 6C reaches the fourth threshold value α (discharge current), the fourth engine operation pattern in FIG. 6D is controlled from the optimum output state to the maximum output state.

  Here, when all the power generation devices 4, 4-2, 4-n are operated at the maximum output point, even if the discharge current of the power storage device 6 exceeds the threshold value α, the energy that is insufficient in step S6. Is supplied from the power storage device 6. In FIG. 6, the period TC corresponds to this. For example, the storage capacity of the power storage device 6 in FIG. 6B supplements the discharge current until the charging / discharging current of the power storage device in FIG. 6C reaches the maximum discharge current exceeding the threshold value α (discharge current) in the period TC. To decrease.

  By sequentially starting the power generation devices 4, 4-2, 4-n in this way, the number of startups corresponding to the required amount of electric power can be achieved compared to when the power generation devices 4, 4-2, 4-n are collectively started. It is possible to suppress the fuel consumption.

  Further, when the output power amount determined from the discharge current and voltage of the power storage device 6 supplies the power amount corresponding to the output power for one of the power generation devices 4, 4-2, 4-n, the output The power generators 4, 4-2, and 4-n are activated sequentially in the form of taking over. Thereby, since it is possible to suppress the discharge of the continuous current of the power storage device 6, it is possible to avoid a steep output of the power storage device 6 and to increase the life of the power storage device 6. Can be expected.

  In step S5 and step S9, the power generators 4, 4-2, 4-n to be started next, or the power generators 4, 4-2, 4-n operated at the maximum output point are the power generators 4, 4 It is preferable to make a determination based on the fuel consumption amount and the remaining fuel amount of the engine which are grasped by the control devices 13, 13-2, 13-n of -2, 4-n. In other words, the power generators 4, 4-2, and 4-n that consume less fuel than the power generators 4, 4-2, and 4-n that consume relatively large amounts of fuel are preferentially activated or operated at the maximum output point. And Alternatively, the power generation devices 4, 4-2, and 4-n having a large amount of remaining fuel are preferentially started up or operated at the maximum output point, so that the power consumption and heat generation of each power generation device 4, 4-2, and 4-n are reduced. The bias can be avoided and the life of each of the power generation devices 4, 4-2, 4-n can be extended. Further, by adopting such a method of operation, adjustment of the fuel supply timing of each power generation device 4, 4-2, 4-n can be advantageously advanced.

  It is also effective to determine the number of power generation devices 4, 4-2, 4-n to be activated in step S5 based on the operating state of the railway vehicle and the fuel consumption rate of each power generation device. The fuel consumption rates of the respective power generators 4, 4-2, and 4-n are different from each other depending on the operation state of the train and aging. Therefore, the fuel consumption of the entire train can be improved by preferentially using the power generators 4, 4-2, and 4-n that have good fuel consumption rates (good fuel consumption).

  In the period TD in FIG. 6, the operating state 52 is in a coasting state indicated by 62 as shown in FIG. 6A. In FIG. 5, the command 51 of the cab 10 is “0 (zero)”, the operating state 52 is the coasting state, the battery control command 53 is charged or discharged, the power generator command 54 is operated at the high efficiency point to the maximum output point, or This is the case of a stop.

  Also in this case, after the control is started in step S1 in FIG. 4, it is determined in step S2 whether the command of the cab 10 is a brake. If the command of the cab 10 is in a coasting state, the command is not a brake, and the process proceeds to step S3. In step S3, it is determined whether or not the discharge current of the power storage device 6 exceeds the threshold value α, but here the power storage device 6 is in a charged state and does not exceed the threshold value α. Accordingly, the process proceeds to step S10.

In step S <b> 10, it is determined whether or not the charging current of the power storage device 6 has exceeded the threshold value β due to the charging of the power storage device 6. When it does not exceed the threshold value β, the process proceeds to step S13 and the power storage device 6 is charged.
If the charging current of the power storage device 6 exceeds the threshold value β in step S10, is any of the activated power generation devices 4, 4-2, 4-n being operated at the maximum output point in step S11? In step S12, one of the generators 4, 4-2, and 4-n that have been activated at the maximum output point is sequentially operated at the high efficiency point (power control notch 2). Let Thereafter, the process proceeds to step S13.

The processes up to step S10, step S11, and step S12 are continued until all the power generation devices 4, 4-2, and 4-n are operated at the high efficiency point.
If none of the power generation devices 4 started in step S11 is operating at the maximum output point and all the power generation devices 4, 4-2, 4-n are operating at high efficiency, in step S14 Among the output power generation devices 4, 4-2, and 4-n, the output of the least fuel is set to 0 (zero). Alternatively, the power generators 4, 4-2, and 4-n that are outputting are sequentially stopped (or are in an idle state). Thereafter, the process proceeds to step S13.

  Here, the threshold value β is preferably the output of one of the power generators 4, 4-2, and 4-n at the start of train operation as in the case of the threshold value α (this embodiment is 300 kW (for example, rated 1500 V). When a secondary battery is used, 200 A is output))), and during operation, it is desirable to change the operation according to the battery temperature of the power storage device 6 as shown in FIG. Further, as shown in step S14, it is preferable to set the output of the fuel with a small amount of remaining fuel to 0 (zero) or to preferentially stop the fuel with a large amount of fuel consumption.

  In FIG. 7, when the battery temperature of the power storage device 6 is a steady temperature of 0 to 30 degrees, the threshold value β is a current corresponding to the maximum efficiency output current of the power generation devices 4, 4-2, and 4-n. On the other hand, when the battery temperature of the power storage device 6 rises to 30, 40, 50, and 60 degrees, the threshold value β is sequentially decreased linearly or stepwise to a current corresponding to the charge adjustment output current of the power generation device 4. Value.

For example, when the charging / discharging current of the power storage device in FIG. 6C is the first time point in the period TD, the first engine operation pattern in FIG. 6D is controlled from the maximum output state to the optimum output state (power control notch 2). Next, when the power storage device charging / discharging current of FIG. 6C first reaches the threshold value β (charging current), the second engine operation pattern of FIG. 6D is controlled from the maximum output state to the optimum output state. When the charge / discharge current of the power storage device in FIG. 6C reaches the second threshold β (charge current), the third engine operation pattern in FIG. 6D is controlled from the maximum output state to the optimum output state. Furthermore, when the charge / discharge current of the power storage device in FIG. 6C reaches the third threshold value β (charge current), the fourth engine operation pattern in FIG. 6D is controlled from the maximum output state to the optimum output state.
Also, when the power storage device charging / discharging current of FIG. 6C reaches the fourth threshold value β (charging current), the first engine operation pattern of FIG. 6D is controlled from the optimum output state to the stopped state.

A period TE in FIG. 6 indicates a braking state as indicated by 63 in the operation state 52 in FIG. 6A. At this time, FIG. 5 shows a case where the command 51 of the cab 10 is a brake notch (battery charge is possible), the operation state 52 is a deceleration state, the battery control command 53 is a charge state, and the power generator command 54 is stopped. Further, the period TF in FIG. 6 also indicates a braking state as indicated by 61 in the operation state 52 in FIG. At this time, the command 51 of the cab 10 becomes a brake notch (battery charge is impossible), the operation state 52 is a deceleration state, there is no battery control command 53, and the power generator command 54 is an exhaust brake.
In FIG. 5, in addition to the case where the command 51 of the driver's cab 10 is a brake notch, there is a case of downhill in the constant speed button ON state.

  Next, when it is determined in step S2 that the command 51 from the cab 10 is a brake (when the driving state 52 is the braking state 63, it is determined that the command is a brake), all in step 15 The output of the power generation devices 4, 4-2, 4-n is stopped (or in an idle state). This corresponds to the start point of the period TE in FIG. When the charging / discharging current of the power storage device of FIG. 6C is the first time of the period TE, the second, third, and fourth units of the engine operation pattern of FIG. 6D are controlled from the optimum output state to the stopped state.

  Thereafter, in step S16, it is determined whether or not the power storage device 6 can be charged. When the power storage device 6 can be charged, surplus power is charged into the power storage device 6 in step S13. In FIG. 6, in the period TE, the charge / discharge current of the power storage device of FIG. 6C exceeds the threshold value β (charge current) and reaches the maximum charge current.

  When the power storage device 6 cannot be charged in step S16, that is, when the amount of charge of the power storage device 6 is full, the motor 2 can no longer be recharged from the electric power storage device 6, and therefore, by other means. It is necessary to generate braking force. At this time, the exhaust brake that generates the braking force is activated by setting the power generators 4, 4-2, and 4-n in the reverse injection state in preference to the air brake in step S17. As illustrated in the period TF in FIG. 6, the second, third, and fourth exhaust brakes may be sequentially operated from the first power generation device 4 in the engine operation pattern in FIG. 6D, but the period TF in FIG. The exhaust brakes may be actuated all at once as shown in the second, third and fourth units at the last point of time.

  Thus, by using the exhaust brake preferentially over the air brake accompanied by wear of the brake shoes and the like, it is possible to minimize the trouble of train maintenance and parts replacement.

  According to the present embodiment, it is possible to avoid a rapid charge / discharge to the power storage device 6 and to extend the life of the power storage device 6. In addition, according to the present embodiment, there is an effect that it is possible to save time and labor for train maintenance and parts replacement.

  Note that the present embodiment is not limited to railways, and can be applied to automobiles and the like that include a plurality of vehicles. Further, the present invention is not limited to this, and can be applied to a moving body such as a hull or an airplane.

  DESCRIPTION OF SYMBOLS 1 ... Railway vehicle, 2 ... Electric motor, 3, 5 ... Power converter device, 4 ... Power generation device, 6 ... Electric power storage device, 9 ... Train control device, 10 ... Driver's cab, 12, 13, 14 ... Control device, 15 ... Temperature detector

Claims (9)

First a power conversion apparatus for converting power of the plurality of power generating equipment for generating power by the fuel,
A power storage device for storing the power converted by the first power conversion device ;
A second power converter for converting the electric motor power mutually to drive the power and the vehicle output power and / or the power storage device of the first power converter,
A train control device that controls activation / non-activation of the plurality of power generation devices based on the temperature of the power storage device, and controls a discharge current of the power storage device according to output power of the power generation device in an activated state; A drive system comprising: The drive system according to claim 1,
The train control device, when all the power generation devices are operated at a high efficiency point, and the discharge current of the power storage device exceeds a first threshold determined based on the temperature of the power storage device , A drive system characterized in that a plurality of power generators are sequentially operated at a maximum output point. The drive system of claim 1,
The train control device determines a second threshold current of the power storage device based on the temperature of the pre-Symbol power storage device,
A case where at least one of the power generating device is operating, if the charging current of the power storage device exceeds said second threshold value, successively higher the power generator operating at the maximum output point A drive system characterized by operating at an efficiency point and stopping sequentially when all the power generators are operating at a high efficiency point. The drive system of claim 1,
The train control device, the drive system characterized by Upon activating the plurality of power generation devices, to change the starting order on the basis of the fuel consumption amount or the residual fuel amount of the power generation device. The drive system of claim 1,
The train control device, based on the driving fuel consumption rate of the plurality of power generating device according to an output of the power generator for the operation state and the drive command by moving command, the power generation device to activate preferentially among the plurality of power generators A vehicle characterized by determining. The drive system of claim 1,
The train control device, when operated by driving movement command state chargeable electric energy of the power storage device at the time of braking becomes 0 (zero), the actuating an exhaust brake to the generator device Feature drive system . The drive system according to claim 2 , wherein
The train control device, a drive system and to store the first history of relationship threshold for the temperature of the power storage device. The drive system according to claim 7 , wherein
The train control device, a drive system and to store the history in consideration of deterioration due to the total use time of the electric power storage device. The drive system according to claim 7 , wherein
The train control device, a drive system and updates the first threshold value of the relationship to the temperature of the power storage device in a periodic or arbitrary timing.

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