KR20170019253A - Electric railway vehicle system between stations using a rapid charge system - Google Patents

Abstract

The present invention relates to an efficient electric vehicle operation system between stations through rapid charge by minimizing energy required to operate between stations. The electric vehicle operation system according to the present invention comprises an electric vehicle, a plurality of feeding parts and a central control part. The electric vehicle includes a rapid charge storage device to store energy charged during the time that passengers get on and off the electric vehicle and all regenerative energy generated during braking, whenever stopping at each of multiple stations. The feeding parts are installed at every station and rapidly charges energy to the rapid charge storage device while the electric vehicle is stopping at every station. The central control part controls energy charge to the rapid charge storage device based on a stopping time, a distance between the stations and a charge amount of the rapid charge storage device.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electric rail vehicle,

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a system for operating an electric railway transit train through rapid charging, and more particularly, to a railway transit system capable of supplying electric power for operating a railway train using rapid charging technology.

2. Description of the Related Art [0002] As the battery and charging technology have been developed recently, the technology has been applied to automobiles as well as electric vehicles.

In the case of electric trains operated with battery charge, it is necessary to charge the battery for at least 30 minutes or more, to operate a certain section until the fully charged battery is exhausted, or to install a separate cabling to support the battery / Hybrid railway system is being developed. For example, there are Sistras HES of Simens of Germany, SWIMO of Kawasaki of Japan, and Citadis of Alstom of France.

On the other hand, as a related art, there has been proposed a technology for traveling each station according to a predetermined driving characteristic by using a hybrid electric storage device as in Korean Patent Application No. 2006-298662.

However, in the case of the battery-charged vehicle developed up to now, it is necessary to recharge the battery according to the battery capacity limitation, but the charging time is long and the installation cost is high due to the simultaneous installation of the battery and the line.

Particularly, there is a problem in that a technique for performing charging on a line between history and history is being developed for recharging a battery, and it is difficult to design a charging system because charging must be performed simultaneously with running of a train.

SUMMARY OF THE INVENTION Accordingly, the present invention has been made keeping in mind the above problems occurring in the prior art, and it is an object of the present invention to provide a rapid charge storage device that charges a minimum amount of energy for operation between history and history through rapid charging. And to a system for operating a railway transit vehicle through rapid charging that enables efficient operation of an electric railway vehicle by minimizing the energy required for inter-station operation, by storing all the regenerative energy generated during regenerative braking in the rapid charge storage device .

According to an embodiment of the present invention, an electric vehicle driving system includes a train, a plurality of power feeders, and a central control unit. The electric vehicle includes a rapid charge storage device that stops at each of a plurality of histories and stores energy charged during a passenger's getting-on / off time. The plurality of feeders are installed in each of the histories and rapidly charge energy to the rapid-charge storage device while the train stops in the history. The central control unit controls energy charging to the rapid charge storage device based on the stopping time of the train, the distance between the history, and the charge amount of the rapid charge storage device.

In one embodiment, the central control unit may include a travel information DB storing information on a stop time of the train, a distance between the trips, and a speed of a train traveling between the trips, And a charge amount control unit for controlling an amount of energy to be charged from the feed information monitoring unit to the rapid charge storage device from each feeder in each history from the operation information DB and the charge amount monitoring unit.

In one embodiment, the charge controller may charge a different amount of energy from the feeder to the rapid charge storage device for each history based on the information stored in the travel information DB.

In one embodiment, the energy charged from the power feeder to the rapid-charge storage device may be an optimal energy required for the train to travel to the next history if the time for stopping the train is sufficient. In one embodiment, the energy charged from the power feeder to the rapid-charge storage device may be the minimum energy required for the train to travel to the next history.

In one embodiment, the energy charged from the power feeder to the quick-charge storage device may be the minimum energy required for the train to travel to the next history if the time to stop the train is not sufficient.

In one embodiment, the energy charged from the power feeder to the rapid-charge storage device may be the minimum energy necessary for the train to travel to the next history, taking into consideration the total weight of the train including the passengers.

In one embodiment, the electric vehicle further includes a converter for converting energy stored in the rapid charge storage device into power for traction of the electric motor vehicle, or storing regeneration energy in the rapid charge storage device when the electric motor vehicle is braked can do.

In one embodiment, the minimum energy required for the train to travel to the next history may be the energy required for the operation of the train until the train starts to start braking.

In an embodiment, energy to be charged from the power feeder to the rapid-charge storage device may be such that when the regenerative energy is stored in the rapid-charge storage device according to the braking of the electric motor vehicle, And may be energy excluding the stored regenerative energy in energy.

In one embodiment, the charge amount control unit calculates the amount of energy required for the running of the electric vehicle between the histories from the information stored in the driving information DB, and calculates the energy of the maximum value among the calculated amount of energy, It is possible to charge the rapid charge storage device from the feeding part.

In one embodiment, the train can stop in the history only during the boarding time of the passenger.

In one embodiment, the rapid-charge storage device may be a super capacitor or a hybrid storage device in which a super capacitor and a battery are combined.

In one embodiment, each of the feeders can charge energy wirelessly with the rapid-charge storage device.

In one embodiment, each of the feeders may be in direct contact with the rapid-charge storage device to charge energy.

According to the embodiments of the present invention, it is possible to charge the battery during operation of the train or to install a separate charging cable, by rapidly charging the energy for operating until next time during the time when the passenger is getting on and off , The efficiency of the train operation, the convenience, and the ease of design of the train operation system can be improved.

Particularly, since the power supply portion capable of quick charging by contact or wireless type is installed, it is not necessary to secure the time for charging incidentally outside the time of getting on and off the passenger, thereby improving the efficiency of the train operation and the convenience of the passenger.

Further, the efficiency of the charging system is improved because the central control unit controls the amount of energy to be charged in the history based on the stopping time of the train, the distance between the history, and the amount of charge of the rapid charge storage device.

In this case, the central control unit can charge the energy required for the operation up to the next history differently for each history, thereby improving the efficiency of the train driving system through optimum charging. On the other hand, Based on the maximum value of energy, it is possible to charge the energy in each history by filling the energy more freely and improve the efficiency of the train operation system by uniform control.

For example, if there is enough stopping time in the history, it will be possible to charge the optimal energy for the next history, and if the stopping time in the history is insufficient, charge the minimum energy for the next history It is possible to improve the efficiency of the operation by making energy charge different according to time.

Furthermore, considering the fact that the weight of the passengers on the history changes, it is also possible to improve the efficiency of energy charging and electric train operation by controlling the amount of energy required for charging based on the weight of the entire electric train in the history.

The electric vehicle includes a converter for converting the charged energy into power or storing all the regenerative energy generated during braking of the electric vehicle as energy. In particular, when the electric vehicle is braked, all the regenerative energy can be stored in the rapid charge storage device, It is possible to minimize the energy required for operation between stations by reducing the energy by 30% or more.

Accordingly, it is possible to minimize the energy charge amount for the operation from the actual history to the next history in consideration of the above-mentioned regenerative energy, so that the energy is charged only for the minimum time during which the train stops for getting in and out of the passenger in each history It is possible to operate a train.

FIG. 1 is a schematic diagram showing an electric railcar operating system according to an embodiment of the present invention.
FIG. 2 is a graph showing a relationship between a charging state and a vehicle driving state when a train is traveling between two stations in the electric vehicle driving system of FIG. 1. FIG. 2 is a graph showing a charging interval in history, ) Represents the traction section that reaches the maximum speed, and the third section (C) represents the braking section that reduces the pre-historic stopping speed.
FIG. 3B is a schematic diagram showing the state of supply of traction energy in the second section B, FIG. 3C is a schematic diagram showing a state in which the traction energy is supplied in the third section (A) C). Fig.

While the present invention has been described in connection with what is presently considered to be the most practical and preferred embodiment, it is to be understood that the invention is not limited to the disclosed embodiments. It is to be understood, however, that the invention is not intended to be limited to the particular forms disclosed, but on the contrary, is intended to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the invention. Like reference numerals are used for like elements in describing each drawing. The terms first, second, etc. may be used to describe various components, but the components should not be limited by the terms.

The terms are used only for the purpose of distinguishing one component from another. The terminology used in this application is used only to describe a specific embodiment and is not intended to limit the invention. The singular expressions include plural expressions unless the context clearly dictates otherwise.

In the present application, the term "comprises" or "comprising ", etc. is intended to specify that there is a stated feature, figure, step, operation, component, But do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, parts, or combinations thereof.

Unless defined otherwise, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. Terms such as those defined in commonly used dictionaries are to be interpreted as having a meaning consistent with the contextual meaning of the related art and are to be interpreted as either ideal or overly formal in the sense of the present application Do not.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

FIG. 1 is a schematic diagram showing an electric railcar operating system according to an embodiment of the present invention.

Referring to FIG. 1, an electric vehicle driving system 10 according to the present embodiment includes a central control unit 100, a train 200, and a plurality of power feeders 400.

In the present embodiment, the electric railway vehicle 200 stops at each of the plurality of historic parts 300 and includes a plurality of lines 311, 321, 331, 341, .

On the other hand, in the present embodiment, the distance between the history and the history is relatively short such as a subway or a tram that the train 200 travels in the center of the city, and an electric train As shown in FIG. 1, therefore, the electric vehicle 200 can run between the histories between the start history and the end history. In the case of the circulating electric vehicle, the start and end histories are defined can do.

The plurality of power feeders 400 are installed in each of the plurality of histories 300 and rapidly charge the energy to the electric vehicle 200 while the electric motor vehicle 200 stops in each history.

That is, the first power feeder 410 quickly charges energy to the electric motor vehicle 200 when the electric motor vehicle 200 stops in the first history 310, and the electric motor vehicle 200 rapidly charges the electric motor- The second power feeder 420 is operated again from the first history 310 to the second history 320 by using the energy charged through the second power feeder 410, Thereby rapidly charging the electric motor vehicle 200 with energy.

In this way, the train 200 is operated in a predetermined travel section while continuing the stop, rapid charging, and inter-historic service.

The central control unit 100 includes a travel information DB 110, a charge monitoring unit 120 and a charge control unit 130 to control the electric railcar operating system 10.

More specifically, the travel information DB 110 stores a stop time when the train 200 stops for each of the histories 310, 320, 330, 340, ..., a distance L1 between the histories, L2, L3,...) And information on the speed of the train 200 running between the histories. Further, in addition to the above information, various information for controlling the electric vehicle driving system 10 may be additionally stored.

The charge monitoring unit 120 is connected to the electric motor vehicle 200 and monitors the amount of energy charged in the rapid charge storage device of the electric vehicle 200. In this case, the charge monitoring unit 120 may monitor the amount of energy charged in the entire operation of the electric vehicle 200 in real time. Alternatively, the electric vehicle 200 may monitor the amount of energy charged in the entire operation of the electric vehicle 200, , 340, ...) to start charging, or to monitor the amount of charged energy when charging is terminated.

The charging amount control unit 130 receives the information on the train operation and the amount of the charged energy from the driving information DB 110 and the charging amount monitoring unit 120 and outputs the history information 310, , 340, ...) to control the amount of energy to be charged to the electric vehicle (200).

The amount of energy to be charged in each history 310, 320, 330, 340, ... for the operation of the electric motor vehicle 200, for example, Can be proportional to the line distances (311, 321, 331, 341, ...) between the histories. Accordingly, in the charge controller 130, based on the information about the length of each of the lines 311, 321, 331, 341, ..., each of the histories 310, 320, 330, 340, ...).

On the other hand, if the running speed of the train and the line distance between each history are constant between the respective histories, the amount of energy charged in the train 200 is constant, but if the stopping time of the train in the history is relatively short The charge controller 130 controls the charging speed of the electric motor 200 to be increased so that the same amount of energy can be charged for a shorter time.

If the amount of energy charged to the electric motor 200 monitored by the charge monitoring unit 120 is insufficient or is large, the charge controller 130 controls the amount of energy charged in the history to be increased or decreased .

In this way, the charge controller 130 can control the amount of energy charged to the electric vehicle 200 in each history based on the information of the operation information DB 110 and the charge monitoring unit 120 .

More specifically, the energy charging state and the vehicle driving state between the history or adjacent history in the electric vehicle driving system 10 according to the present embodiment will be described.

FIG. 2 is a graph showing a relationship between a charging state and a vehicle driving state when a train is traveling between two stations in the electric vehicle driving system of FIG. 1. FIG. 2 is a graph showing a charging interval in history, ) Represents the traction section that reaches the maximum speed, and the third section (C) represents the braking section that reduces the pre-historic stopping speed.

FIG. 3A is a schematic diagram showing a state of charge in history in the first section A of FIG. 2, FIG. 3B is a schematic diagram showing a traction energy supply state in the second section B, Is a schematic diagram showing the state of the regenerative energy storage in the section (C).

Hereinafter, the first history 310 and the first feeder 410 are mainly described, but it goes without saying that the history and the feeder are equally applied to each history and each feeder.

Referring to FIGS. 2 and 3A, when the electric motor vehicle 200 stops at the first history 310, the rapid charging and discharging device 300 is connected to the first charging part 410 through the first charging part 410 installed in the first history 310, (210). ≪ / RTI >

In this case, the rapid charge storage device 210 is a high-capacity energy storage system, which is a hybrid type fast charge storage device including only a super capacitor or a combination of a super capacitor and a battery, The first feeder 410 may be connected to the rapid charge storage device 210 in a direct contact with or connected to the rapid charge storage device 210 to rapidly charge the energy, The energy can be rapidly charged.

In this case, a branch line or a third rail for providing energy may be additionally provided in the first history 310 for direct contact energy charging.

Meanwhile, as will be described later, the rapid charge storage device 210 of the electric vehicle 200 entering the first history 310 through the regenerative energy storage may be charged with the first charge amount C1 . The total energy charge amount required for the electric motor vehicle 200 to move from the first history 310 to the second history 320 along the first line 311 by the first length L1 is less than the total amount In the first history 310, the energy of the difference (C2-C1) between the second charge amount and the first charge amount in the first feeder 410 is supplied to the rapid charge storage device 210 in the first history 310, .

That is, the energy is charged to the electric railway car 200 during the first section A that stops in the history.

2 and 3B, the electric vehicle 200 travels from the first history 310 to the second history 320, thereby charging the rapid charge storage device 210 The converted energy is supplied to the driving unit of the electric vehicle 200 via the conversion unit 220.

That is, the converter 220 converts the energy stored in the quick-charge storage device 210 into power for driving or towing the electric vehicle 200.

Referring to FIG. 2, in general, when the electric vehicle 200 travels between the stations, a relatively large amount of energy is required until the electric vehicle 200 travels at a constant speed in a stationary state. When the electric vehicle 200 travels at a predetermined speed, The required energy is reduced. That is, in the traction energy supplying section, which is the second section B shown in FIG. 2, energy consumption for traction of a train is required. As shown in the figure, the energy consumption at the beginning is relatively high, V1), the energy consumption required is relatively reduced. Accordingly, the change in energy charge amount of the rapid charge storage device 210 in the second section B is as shown in FIG.

Accordingly, in the second section B, the energy stored in the rapid charge storage device 210 is consumed and the electric motor vehicle 200 is pulled up to the maximum speed V1.

2 and 3C, when the electric motor vehicle 200 approaches the second history 320, the speed of the electric motor vehicle 200 decreases and the traction energy is unnecessary, The energy can be regenerated by braking and the regenerative energy can be stored in the rapid charge storage device 210.

That is, in the present embodiment, when the electric vehicle 200 is braked in the third section C as the braking section, the converter 220 stores the regenerated energy generated by the braking section in the rapid charge storage device 210 do. 2, as the regenerative energy is stored in the rapid charge storage device 210 by the conversion unit 220 in the third period C, Energy equivalent to the first charged amount C1 is charged.

Thus, when the electric motor vehicle 200 enters the second history 320, energy equivalent to the first charge amount C1 is charged. Accordingly, in the second history 320, The amount of energy charged into the rapid-charge storage device 210 by the first charge amount 420 may be sufficient if the difference between the second charge amount and the first charge amount (C2-C1) is satisfied.

In the above description, when entering the first history 310, the regenerative energy is stored in the rapid charge storage device 210, and when the user enters the second history 320, the rapid charge storage device 210 As described above, the charge amounts may be different from each other when the distances between the histories are different from each other as described above. The difference of the charge amounts may be determined by the charge amount monitoring unit The amount of charge required in each history can be controlled.

In the above description, the same amount of the maximum amount of charge C2 is charged in the first history 310 and the second history 320. However, as described above, the maximum amount of charge to be charged in the two histories may be different from each other This can be collectively controlled by the central control unit (100).

For example, the central control unit 100 may control the maximum charge amount as follows.

That is, if the energy charged from the power feeder 400 to the rapid-charge storage device 210 is long enough for the electric motor vehicle 200 to stop in the history, the electric motor vehicle 200 is operated until the next history The amount of energy required to supply the battery is sufficient.

On the other hand, if the energy charged from the power feeder 400 to the quick-charge storage device 210 is not sufficiently long for the train 200 to stop in its history, It can be controlled to be charged only by the minimum amount of energy necessary for operation.

In this case, the optimal energy can be defined as an appropriate energy that allows the electric motor vehicle 200 to operate with sufficient power until the next history. The minimum energy is a minimum energy required for the electric motor vehicle 200 to operate It can be defined as energy.

Further, the energy charged from the power feeder 400 to the quick-charge storage device 210 may be calculated based on the total weight of the total weight of the electric motor vehicle 200 and the total weight of the passengers in the history, The electric motor vehicle 200 may be controlled so as to be charged to the minimum amount of energy necessary for the operation to the next history.

That is, when the relative weight increases, the amount of energy required is increased. Therefore, the amount of energy charged can be controlled differently.

Since the electric vehicle driving system 10 according to the present embodiment is applied to a subway, a tram, or the like running in the city center, the information stored in the driving information DB 110 is kept constant, The monitored charge amount may be a level of monitoring whether or not the charge amount matches a predetermined charge amount. Further, the control of the charge amount to be controlled by the charge amount control unit 130 may also be determined as to whether the charge is progressed Lt; / RTI > level of control.

Of course, unexpected variables may occur depending on the operation of the train, and in this case, the central control unit 100 may perform overall control of the train driving system 10 to match the predetermined driving system.

According to the embodiments of the present invention, it is possible to charge the battery during operation of the train or to install a separate charging cable, by rapidly charging the energy for operating until next time during the time when the passenger is getting on and off , The efficiency of the train operation, the convenience, and the ease of design of the train operation system can be improved.

Particularly, since the power supply portion capable of quick charging by contact or wireless type is installed, it is not necessary to secure the time for charging incidentally outside the time of getting on and off the passenger, thereby improving the efficiency of the train operation and the convenience of the passenger.

Further, the efficiency of the charging system is improved because the central control unit controls the amount of energy to be charged in the history based on the stopping time of the train, the distance between the history, and the amount of charge of the rapid charge storage device.

In this case, the central control unit can charge the energy required for the operation up to the next history differently for each history, thereby improving the efficiency of the train driving system through optimum charging. On the other hand, Based on the maximum value of energy, it is possible to charge the energy in each history by filling the energy more freely and improve the efficiency of the train operation system by uniform control.

For example, if there is enough stopping time in the history, it will be possible to charge the optimal energy for the next history, and if the stopping time in the history is insufficient, charge the minimum energy for the next history It is possible to improve the efficiency of the operation by making energy charge different according to time.

Furthermore, considering the fact that the weight of the passengers on the history changes, it is also possible to improve the efficiency of energy charging and electric train operation by controlling the amount of energy required for charging based on the weight of the entire electric train in the history.

The electric vehicle includes a converter for converting the charged energy into power or storing all the regenerative energy generated during braking of the electric vehicle as energy. In particular, when the electric vehicle is braked, all the regenerative energy can be stored in the rapid charge storage device, It is possible to minimize the energy required for operation between stations by reducing the energy by 30% or more.

Accordingly, it is possible to minimize the energy charge amount for the operation from the actual history to the next history in consideration of the above-mentioned regenerative energy, so that the energy is charged only for the minimum time during which the train stops for getting in and out of the passenger in each history It is possible to operate a train.

It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit or scope of the present invention as defined by the following claims. It can be understood that it is possible.

The system for operating a stationary inter-station electric vehicle through rapid charging according to the present invention has industrial applicability that can be used in a battery-rechargeable wired-line electric vehicle.

10: electric vehicle driving system 100: central control unit
110: travel information DB 120: charge amount monitoring unit
130: charge amount control unit 200:
210: rapid charge storage device 220:
300: History Department 400: Feeding Section

Claims (15)

A train including a rapid-charge storage device for storing energy charged during a passenger's getting-on / off time, in each of a plurality of histories;
A plurality of power feeders installed in each of the plurality of power feeders for rapidly charging energy to the rapid charge storage device while the electric train is stopped in the history; And
And a central control unit for controlling charging of energy to the rapid charge storage device based on a stop time of the electric vehicle, a distance between the history, and a charge amount of the rapid charge storage device. 2. The apparatus of claim 1,
A travel information DB storing information on a stop time of the train, a distance between the trips, and a speed of a train traveling between the trips;
A charge amount monitoring unit for monitoring an amount of energy charged in the rapid charge storage device; And
And a charge amount control unit for controlling the amount of energy to be charged from each power feeder to the rapid charge storage device in each history from the travel information DB and the charge monitoring unit. The charge control apparatus according to claim 2,
Wherein the controller is charged from the power feeder with a different amount of energy for each history based on the information stored in the travel information DB to the rapid charge storage device. The method of claim 3,
Wherein the energy charged from the power feeder to the rapid-charge storage device is an optimum energy required for the electric motor vehicle to travel to the next history when the electric motor vehicle has a sufficient time to stop in the history of the electric motor vehicle. The method of claim 3,
Wherein the energy charged from the power feeder to the quick-charge storage device is the minimum energy required for the train to travel to the next history. 6. The method of claim 5,
Wherein the energy charged from the power feeder to the quick-charge storage device is the minimum energy required for the train to travel to the next history when the train is not in a sufficient time to stop in the history. 6. The method of claim 5,
Wherein the energy charged from the power feeder to the quick-charge storage device is a minimum energy necessary for the train to travel to the next history in consideration of the total weight of the train including the passengers. 6. The electric vehicle according to claim 5,
Further comprising a converter for converting energy stored in the rapid charge storage device into power for traction of the electric motor vehicle or storing regenerative energy in the rapid charge storage device when the electric motor vehicle is braked. 9. The method of claim 8,
Wherein the minimum energy required for the train to travel to the next history is the energy required for the operation of the train until the train starts to start braking. 10. The method of claim 9,
Wherein the energy stored in the rapid charge storage device from the power feeder is stored in the rapid charge storage device when the regenerative energy is stored in the rapid charge storage device in accordance with the braking of the electric motor vehicle, Wherein the energy is energy other than energy. The charge control apparatus according to claim 2,
Calculates the amount of energy required for the running of the electric train between the histories from the information stored in the driving information DB, and stores energy of a maximum value among the calculated energy amounts from the power feeder to the rapid charge storage device And the electric power transmission system. The method according to claim 1,
Wherein the train stops in the history only for a time of getting on and off the passenger. The method according to claim 1,
Wherein the rapid charge storage device is a hybrid storage device comprising a super capacitor or a combination of a super capacitor and a battery. The power supply unit according to claim 1,
And the energy is charged wirelessly with the rapid charge storage device. The power supply unit according to claim 1,
And the energy is charged in direct contact with the rapid charge storage device.

Images