DD266539A1 - METHOD FOR THE ENERGY-OPTIMAL CONTROL OF TRACKED ELECTRICALLY DRIVEN VEHICLES WITH NUT BRAKE - Google Patents

Abstract

For track-bound, electrically driven vehicles with regenerative braking, a maximum saving of electrical energy by determining an energy-optimal control at a given travel time between two Planhalten to achieve. The energy-optimal control is clearly described by the timing of the movement phases approach with maximum traction, steady drive, coasting, braking with maximum permissible braking force and the indication of the efficiency of the drive phase and the efficiency of the energy retransmission dependent amounts of steady state speed, steady state length and braking point. The inventive method realizes a reduction in the total consumption of electrical energy for the train ride. Fig. 3

Description

Field of application of the invention

The invention relates to a method for supporting an energy-saving driving column in electric traction with electric traction vehicles, in which the regenerative braking is applied.

Characteristic of the known state of the art

As is known (DD B 60 L 16/20, WP No. 129761) required for local transport for energy-saving driving shifts at high travel reserves of accelerations in the outlet speed-dependent, with small travel time reserves of persistence in departure path-dependent and each associated brake application point under the Precondition of the schedule compliance pre-calculated path-dependent and preprogrammed, so that when complying with the switching regulation unavoidable, but sufficiently small deviations of the course of travel has been compensated. These switches are to be provided by the control device before or at the time of the start of the drive, wherein a time-dependent and location-dependent program selection (zolt-variable program selection) is to be implemented at predetermined constant station times per station with a location-dependent program selection and variable travel times Sequence of switching operations is dependent on the well-known in local energy-saving driving styles, so that the four control regimes

- Directions

- If necessary, steady drive along the maximum speed

- spout

- Brakes

necessarily be processed sequentially.

Via a logic circuit, the distinction between speed-dependent or distance-dependent switching into the driving regime Auoiauf takes place. The information provided either via the buffer memory or directly by the memory arrangement (in the form of a specification of the steady-state velocity V _BEM or the steady-state path S _BEH and the brake application point Sbr) about the driving regime currently to be implemented can be output both to the driver via a digit per display device and this realizes the actual train ride, as auclt directly to an automatic control ^{device arn} nn, so that this essentially exerts only a Kontrollfunktlon using the display. The disadvantage of the described method is that the changed energetic condition, when using regenerative braking (the possibility of regenerating electrical energy to the grid during the braking process), are not taken into account and this method is thus unable to be used for electrical purposes Traction vehicles with regenerative braking to determine an energiooptimalü driving style.

At another Stolle (DE B60 L 7/12, No. 34 28118 A1) a Nutzbremse for a DC traction motor is described circuitry, in which the armature, a choke, a network thyristor and a parallel circuit of a capacitor and a detachable thyristor in series can be connected to the grid. In the upper speed range in which the generated motor voltage is greater than or equal to the mains voltage, the armature current thyristor and the network thyristor are alternately opened and closed in opposite directions. The entire kinetic energy of the vehicle can be fed back to the grid largely lossless.

The disadvantage is that the possibility of a further saving of electrical energy by using an energy-saving driving style is not discussed. Furthermore, the application of optimization theory to the operation of modern highways (according to KH Kraft and E. Schnieder: "Optimal trajectories in track-bound high-speed traffic", Control Engineering 1981, H.4, pp. 11-119) provides optimal trajectories for scheduled and disturbed operation For time-optimized and energy-optimized driving modes, the associated algorithms are developed with the help of the maximum principle and considering limited control and state variables.The consideration of different braking systems shows which energy savings under which conditions is achieved by an ideal regenerative braking According to Euler-Lagrange, the optimization theory provides favorable driving characteristics, which can be realized by means of an adaptive control system.

The disadvantage of this method consists in an impermissible idealization of vehicle-technical parameters, in the result Fahrwelsen (Trajaktorien) are determined, which show in practice as nichtenergieoptlnia ¹ f.

Object of the invention

The aim of the invention is to determine an enerQiooptlmale Fahrwelse for a given travel time between two Planhalten and thus to allow a saving in electrical energy.

Explanation of the essence of the invention

* The cause of higher energy consumption in previously known technical solutions is the unjustified idealization of the vehicle system, in which both the energy consumption in the drive phase and the feedback during the braking phase in the time unit are regarded as dependent only on the force and speed:

E = / F (t) V (t) dt O

The problem to be solved is to realize, taking into account the efficiency ratios during the drive and in the feedback, a control that leads to the saving of electrical energy.

According to the invention in compliance with the dependency of the total energy consumption by the driving efficiency γ) αν and the recovery efficiency i "| _h piece 'n the form

1 ^T 1 1

E = ~ / (I- - HflucKiifiO: + (- + r | RücK) F (t)] V (t) dt 2 Q Παν Παν

an energy-optimal driving regime in the temporal sequence of the movement phases -> approach with maximum traction

-> steady movement with V = const.

-> spout

-> Brakes with maximum permissible braking force

determined by Παν and Hrock switching products between the phases for a trip between two Planhalten.

The switching points are in accordance with the technical state variables do3 process of the train travel by way and speed

characterized and functional addition to the efficiency ratios of the predetermined travel time between the plan contents. They are presented by the train model taking into account driving dynamics laws for each

Constant maximum speed section determined and are as setpoints for an energy-optimal Train control to use. The control of the vehicle takes place by means of impulses based on the comparison diesoi Setpoints with the ak.uelitn actual states arise. Ausfüluungsbelsplele The invention will be explained in more detail below by way of example. The accompanying drawing shows in Fig. 1: Weg-Geschwindlgkeits diagram of trains with different run lengths Fig. 2: length of the outlet path as a function of the product of drive and Rückspelsungswirkungsgrad Fig. 3: Block diagram of the process of energ'eoptimalen control of vehicles with Nutzbremse A driving style, the temporally successive phases of movement

- »Directions

-> Boharrungsfahrt

-> spout

- * brakes

realized is, for a given travel time clearly by the Schwngeschgeschnndig tent of steady movement Vreh> waypoint S _S eh

of the transition from the phase steady state to the phase discharge (steady length) and brake application point S _B r.

Figure 1 shows the Weg-Geschwindigkelts diagram of such trips. The trajectories A, B and C all lead to the same,

However, due to the different travel speeds Veen *

Length of steady movement S _O eh and as a result, different coasting AL and braking points S _B r

characterized. The relationship between outlet length AL for energy-optimized travel and the product

Drive efficiency and return efficiency η _ΑΝ · r rock is shown in FIG. 2. The method on which the invention is based permits the determination of the functional relations V _BE "(t ₍ , r ^ n, HrOck)» Sbsh

(ti. Παν. Haue *) - and S _BR (t |, Παν. Πηϋεκ.) and thus defining the optimal run-out long AL for each section with constant maximum speed V _mix . The Fanrzeit t \ to be considered by known methods for determining energy-optimal Teilftihfeiten in the presence of several, different maximum speed limits or for

Modification of travel times set for the purpose of bringing a train to the given Fahrplanlage. On this basis

in sections, the optimum steady-state _velocity V _B eh> the optimal steady-state _length S _0E h and

Brake application point S _0n determined and are available according to Figure 3 as control commands available, either by a

automatic train control are processed or executed by the driver.

The realized control leads to energy-optimized driving and a consequent reduction of the demand for electric power Energy for the train journey.

Claims (2)

Method for energy-optimal control of track-bound, electrically driven vehicles with Nutzbremse, characterized in that successively the movement phases approach with maximum traction, steady movement with ν = const., Run and brakes are performed with maximum allowable braking force and such a driving style clearly defining variables steady state (Vbeh) «Large of steady movement (S _B eh) and brake application point (Sbr) depending on the travel time, the efficiency of the drive and the efficiency of the feedback are determined and transmitted as control commands that lead to energy-optimal driving style, a control device for further processing , For this 2 pages drawings