DE102011110639A1 - Power supply control device for supplying electrical power to rail vehicle, has control unit controlling supply of energy from different sources of energy in response to characteristics of sources and by request for operation of vehicle - Google Patents

Abstract

The device has multiple power supplies (6-8) located on a vehicle (1) and formed for provision of electrical power to a power supply of the vehicle. A power control unit (2) controls the supply of energy from different sources of energy in response to state and/or performance characteristics of the energy sources and by a request for operation of the vehicle. Electrical power output characteristics and/or electrical power consumption characteristics are formed by the state and/or performance characteristics of the power sources made of a wear model. Independent claims are also included for the following: (1) a vehicle (2) a method for equipping an electrical drivable vehicle with multiple power supplies.

Description

The invention relates to a power supply control device for the electrical power supply of an electrically driven vehicle. The invention also relates to a vehicle for this purpose and to a method for equipping an electrically drivable vehicle.

Vehicles of any kind need to drive a corresponding drive, so that the vehicle is set in motion. In this case, the vehicle energy is supplied, which is used by a drive unit to convert this stored energy into kinetic energy, that is in kinetic energy. In order to ensure the greatest possible flexibility of the vehicle, it is particularly desirable that the vehicle can operate autonomously and independently of an external energy source, at least over a certain period of time.

From the perspective of energy supply, for example, there are basically two classes of rail vehicles in rail transport: namely those that depend on an external energy supply (eg electric locomotive) and those that always carry a certain part of their required energy and thus independently of one another external energy supply system are (for example diesel locomotive). Thus, while the diesel locomotive has the distinct advantage over the other type of rail vehicles that it can also drive on a route on which no expensive overhead line system for electrical energy supply is installed, which of course also reduces the maintenance and service of the track system. However, in the context of heightened environmental awareness and the increasing scarcity of resources, politically it is no longer justifiable to further expand the field of diesel-powered rail vehicles.

Even with unrestricted use of rechargeable batteries in rail transport, meaningful operation would not be possible for the sole reason that the capacity of the accumulators is currently sufficient to put the heavy weight of an entire train into motion. In contrast, the application of a pure diesel engine on large parts of the route to be traveled is very uneconomical, since the aggregates must be maintained in an order of magnitude which makes it possible to move the rail vehicle from a standing position into the corresponding movement. Once the rail vehicle is in motion, only a fraction of the power provided by the diesel engine is required, so that such a diesel engine is generally operated uneconomically. In view of the steadily rising energy price such an effort is no longer justifiable.

For example, from the DE 198 31 204 A1 a method and a device for the operation of electric motor driven vehicles known which is normally supplied with the help of an external electrical power supply network, for example via overhead lines, with electrical energy. If the vehicle is then braked while driving, some of the kinetic energy may be fed back by conversion back to the utility grid, which may then be stored or used for other purposes.

However, disadvantageous in particular is the fact that the storage of the backfeed-fed energy is often not very effective and that the return feed rarely coincides with an actual energy requirement.

In addition, the problem persists even in electric motor driven vehicles that the drive unit must be at least designed so that the vehicle can be accelerated from a standstill to the desired speed.

task

It is therefore an object of the present invention to provide a power supply control device that can provide a vehicle autonomously from an external power grid with electrical energy and that also allows optimal scaling of the need.

solution

The object is achieved on the one hand by the aforementioned power supply control device for the electrical power supply of an electrically driven vehicle with a plurality of energy sources arranged on the vehicle, which are designed to provide electrical energy for powering the vehicle and with an energy control unit to control the energy supply from the different energy sources depending on state and / or performance characteristics of the energy sources and is set up by an operating requirement of the vehicle.

The invention therefore proposes that a plurality of energy sources, some of which are different from one another, are arranged on the vehicle itself, each energy source having a state and / or power characteristic.

The energy sources arranged on the vehicle can be, for example, internal combustion engines, flywheel mass accumulators, capacitive accumulators and / or accumulators. If the energy source is an internal combustion engine, it is coupled to a corresponding generator so that the internal combustion engine is ultimately designed to provide electrical energy.

By means of the plurality of energy sources arranged on the vehicle, which ultimately provide electrical energy for supplying energy to the drive unit, a scaling can take place with regard to an operating requirement of the vehicle, so that the vehicle is optimized, for example, with regard to its economic operation.

If several different types of energy sources are present on the vehicle, they together form a heterogeneous power source network that can be scaled with regard to the operating requirement of the vehicle. For example, if several smaller diesel units as energy sources on the vehicle and a supercap unit as a further source of energy on the vehicle, so it is particularly advantageous if the energy when starting the vehicle, such as a rail vehicle, fed from the supercaps and the smaller diesel units While on the free route, where the speed changes only slightly, one or two diesel gensets will be sufficient to keep the vehicle running. Since the supercaps ultimately provide relatively high energy for a short period of time, they are therefore not suitable for providing energy over the long haul.

An operating requirement of the vehicle may be, for example, a corresponding route profile. Such a route profile can include both inclines and gradients and the degree thereof, as well as speed profiles and the like. In the end, this is a picture of the route to be traveled that is as detailed as possible, so that, for example, it is possible to deduce the demand that the vehicle needs at certain points on the route. Under knowledge of this route profile then the scaling of the energy supply via the individual energy sources can be done. However, an operating requirement can also be a demand model which, for example, ensures scaling or control of the energy supply via the energy sources with regard to the expected loads of the rail vehicle. So the load when driving on the free route is ultimately a completely different than in shunting, so that here the arranged on the vehicle energy sources must ultimately be scaled differently in terms of their state and / or performance characteristics.

The state and / or power characteristic of the energy sources can be formed for example from a wear model. In the case covered, such a wear model can be the number of operating hours, with the result that scaling or control takes place with regard to this. For example, it can be prevented in several smaller combustion engines, that an internal combustion engine for energy supply is constantly running, while others are connected only when needed.

However, the state and / or power characteristic can also be an electrical energy release characteristic or an electrical energy absorption characteristic. For example, a conventional accumulator that stores electrical energy in the form of chemical energy has a different electrical energy delivery characteristic than, for example, a capacitive storage that stores the electrical energy in supercaps. Thus, in the capacitive storage in a short time a very high electrical energy can be delivered, which is advantageous for example when starting, while from the accumulators over a slightly longer period, but with less power, electrical energy is emitted. The same is true in the reverse case of energy storage. A flywheel energy storage, for example, which is also conceivable as an energy source, stores energy in the form of kinetic energy, which in turn has a different electrical energy release characteristic than, for example, an internal combustion engine with a downstream generator, the internal combustion engine is characterized in such a way that it constant over a longer period of time ensures electrical energy delivery, but must carry appropriate fossil fuels.

Depending on the so describable state and / or performance characteristics of the energy sources, which however can not all be exhaustively enumerated, then the supply of electrical energy from these energy sources can be scaled or controlled with respect to the operating requirement, so that the electrically drivable vehicle the corresponding operating requirement can be adapted and optimized with regard to its energy supply.

In this case, it is furthermore particularly advantageous if the energy supply device for regenerating electrical energy, which is obtained, for example, from the kinetic kinetic energy, is designed in the energy sources designed as energy stores. So can For example, during the braking of the vehicle, the kinetic energy released in this way are converted into electrical energy and then fed into the energy sources designed accordingly as energy storage devices. It is particularly advantageous in this case if the feedback feed into the energy sources also takes place as a function of the state and / or performance characteristics of the corresponding energy sources and the operating requirement of the vehicle.

Thus, it is conceivable, for example, that one of the operating requirements is formed with regard to a route profile, so that the corresponding power requirement can be determined for each point of the route. From this it can now be seen that the route ahead has a gradient, so that in this case energy can be fed back into the corresponding energy sources designed as energy stores. On the basis of the degree of the gradient, it can be estimated in which energy store the energy fed back is preferably to be fed. Thus it makes little sense to drive a heavy flywheel mass storage if the storage in a rechargeable battery makes more sense. In addition, the storage of the energy fed back can also take place as a function of further route points, for example in such a way that after the incline there is a steep incline in which a high energy requirement is required for a short time. In this case, it makes more sense to charge the capacitive storage instead of the accumulators or flywheel energy storage.

Thus, the feedback is advantageously carried out as a function of the operating requirement of the vehicle and the corresponding individual state and / or performance characteristics. Thus, the recovery of electrical energy is scaled optimally with respect to the operating requirement.

The object is furthermore also achieved with a vehicle, in particular a rail vehicle, with an electric drive device and an electric power supply device connected thereto in accordance with one of the preceding claims for supplying energy to the drive device.

• – Auswählen von Energiequellen in Abhängigkeit von Zustands- und/oder Leistungscharakteristiken der Energiequellen und einer Betriebsanforderung des Fahrzeuges und
• – Ausrüsten des Fahrzeuges mit den ausgewählten Energiequellen.

Moreover, the object is also achieved with the method of the type mentioned above for equipping an electrically driven vehicle with a plurality of energy sources, which can be arranged in a modular manner on the vehicle, to form a particular heterogeneous power source network with the steps:

• Selecting energy sources in dependence on state and / or performance characteristics of the energy sources and an operating requirement of the vehicle and
• - Equipping the vehicle with the selected energy sources.

According to this, it is proposed that the vehicle be equipped with corresponding energy sources in such a way that the state and / or performance characteristics of the energy sources harmonize with the operating requirement of the vehicle. For this purpose, it is particularly advantageous if the energy sources can be arranged in a modular manner on the vehicle, so that they can be easily replaced or replaced. For example, for a rail vehicle, which is preferably used in shunting, a different selection of energy sources with respect to the state and / or performance of the energy sources will be necessary, as for a rail vehicle, which preferably runs long distances on the free route. Depending on the operating requirement, different selections of the energy sources can thus result, so that the vehicles are equipped with corresponding energy sources with regard to the operating requirement and the state and / or performance characteristics of the energy sources.

Advantageous embodiments can be found in the corresponding subclaims.

The invention will be described by way of example with reference to the accompanying drawings. Show it:

1 - Schematic representation of a rail vehicle with different energy sources;

2 - Presentation of the invention with reference to a route profile.

1 schematically shows a rail vehicle 1 on which according to the invention an energy control unit 2 is arranged. On the four axes 3 of the rail vehicle 1 There is one electric motor each 4 that together the rail vehicle 1 electric motor drive. The electric motors 4 are doing a power bus 5 connected with each other.

For appropriate supply of electric motors 4 over the busbar 5 With electrical energy, the individual energy sources are also with the power bus 5 electrically contacted. In this embodiment, these are two flywheel mass storage 6 , a total of four diesel engines 7 and a battery system 8th , At the diesel engines 7 For example, they may be relatively small diesel engines, as they are also find application in the vehicle sector. About one with the diesel engines 7 connected generator (not shown), the kinetic energy is converted into electrical energy via the busbar 5 the electric motors 4 for the purpose of driving the vehicle 1 is made available.

Every energy source 6 to 8th Whatever kind, is with an energy control unit 2 connected to the energy supply for the electric motor drive 4 to scale and control accordingly.

It is particularly advantageous if the energy sources 6 to 8th can be arranged on the vehicle so that they are modular. This allows the rail vehicle 1 adapt to the situation, depending on the operating requirements, without the need for costly and complicated conversion measures. This is how a rail vehicle becomes 1 usually with other sources of energy 6 to 8th be equipped when the use of the rail vehicle is preferably in shunting, as if the rail vehicle 1 is used exclusively for the transport of goods on the open track.

Thus, knowing the route network topology and geometry, the timetable and the current operating state (driving, braking, taxiing), the respective energy sources can be optimally controlled depending on the situation.

Based on 2 Now, a concrete embodiment will be explained in more detail. A rail vehicle 1 which, for example, like in 1 can be constructed, located in the station area A1 of a start station 10 , For the sake of simplicity, the rail vehicle 1 with diesel engines, as in 1 described, as well as a large battery system for storing electrical energy equipped. At the time when the rail vehicle 1 Located in the station area A1, the accumulators are fully charged.

To the rail vehicle 1 Now to accelerate to the desired speed, all four diesel engines of the vehicle 1 from the power control unit 2 ( 1 ) needed and used. The accumulators are not yet used at this time, since the route ahead in the area A2 exists a slope for which the rail vehicle requires appropriate energy reserves. Reach the rail vehicle 1 now the section A2, which is a corresponding slope, so is more electrical energy for the drive of the rail vehicle 1 needed.

Now it is conceivable that the diesel engines are designed such that they can cope with such a slope in the area A2. For diesel engines would have to be oversized, however, overlooking the open track, which leads to the fact that the rail vehicle 1 mostly in the uneconomic area. Therefore, the power of the diesel units is neither started up nor large diesel engines are installed, but for the area A2 now required for the slope energy is additionally provided from the batteries, so that the rail vehicle 1 is supplied in the area A2 with electrical energy from the diesel units and from the accumulator set.

After the slope in the area A2, a substantially flat stretch section A3 connects. In this area, as far as the rail vehicle has reached its cruising speed, two of the four diesel engines are switched off, since only the energy from two diesel engines is sufficient to keep the rail vehicle at the desired speed. Which of these aggregates will ultimately be switched off is selected as a function of a state or wear model. So it is particularly advantageous if the first diesel engines are turned off, which have the highest operating hours. Thus, the performance or wear of the individual diesel engines over the time can be very well distributed, which is ultimately reflected in extended maintenance intervals. At the section A3 then follows a gradient in the section A4, in which the rail vehicle 1 must be braked to a corresponding maximum speed. In addition, the slope in the section A4 is so great that a further drive is not necessary here. The electromotive drive of the rail vehicle 1 is now used to regenerate the electrical energy obtained during braking, so that in the section A4, the empty during the section A2 driven batteries are charged. This alone is necessary because in the section A5 again there is a slope that connects directly to the slope section A4. In the area of the route section A5, additional energy from the accumulator set is thus again required, which is charged during the route section A4.

In the last section A6, the rail vehicle drives into the station area of the terminus 11 one. It must be braked in accordance with the holding state, the energy released in this case can be fed as electrical energy in the empty in the section A5 accumulator. After the rail vehicle 1 now in the station area of the terminus 11 has come to a standstill, so is the accumulator of the rail vehicle 1 recharged, and is the further use of the further route available.

The embodiment in 2 This is just one of many possible combinations with which the rail vehicle can optimally control and scale its energy sources. Thus, of course, a further use of other energy sources, such as flywheel energy storage or capacitive energy storage conceivable, all differ in terms of their performance and condition characteristics and thus can be used according to the operating requirement of the vehicle accordingly. So it is also conceivable, for example, that in areas of hospitals, schools or other public buildings, the rail vehicle, which is equipped with four diesel units, in these areas on stored energy, such as flywheel energy storage devices, accumulators or supercaps, so the environmental impact of Keep exhaust gases in these areas accordingly low.

All these are ultimately operational requirements of the vehicle, which are taken into account in the control of the energy sources disposed on the vehicle, wherein depending on the state and / or performance characteristics and the corresponding operating requirement, the provision of electrical energy from the energy sources is controlled.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 19831204 A1 [0005]

Claims (10)

Power supply control device for the electrical power supply of an electrically driven vehicle ( 1 ) with a plurality of on the vehicle ( 1 ) arranged energy sources ( 6 . 7 . 8th ) used to provide electrical energy to power the vehicle ( 1 ) are formed, and with an energy control unit ( 2 ) used to control the provision of energy from the various energy sources ( 6 . 7 . 8th ) depending on state and / or performance characteristics of the energy sources ( 6 . 7 . 8th ) and an operating requirement of the vehicle ( 1 ) is set up. Power supply control device according to claim 1, characterized in that the energy sources ( 6 . 7 . 8th ) form a heterogeneous power source network and in particular as internal combustion engines ( 7 ), Flywheel mass storage ( 6 ), capacitive storage and / or accumulators ( 8th ) are formed. Power supply control device according to claim 1 or 2, characterized in that the state and / or power characteristics of the energy sources ( 6 . 7 . 8th ) are formed from a wear model, an electric power output characteristic and / or an electric power consumption characteristic. Power supply control device according to one of the preceding claims, characterized in that the operating request from a route profile (A1 to A6) and / or a claim model is formed. Energy supply control device according to one of the preceding claims, characterized in that the energy supply device for the recovery of electrical energy in energy storage designed as energy sources ( 6 . 8th ) is formed and the energy control unit ( 2 ) for controlling the energy recovery in dependence on the state and / or performance characteristics of the energy sources and the operating requirement of the vehicle ( 1 ) is set up. Vehicle ( 1 ), in particular rail vehicle, with an electric drive device ( 4 . 5 ) and an associated electrical power supply device according to one of the preceding claims for the power supply of the drive device ( 4 . 5 ). Method for equipping an electrically driven vehicle with a plurality of energy sources ( 6 . 7 . 8th ), which are modular on the vehicle ( 1 ) are arranged to form a particular heterogeneous power source network, comprising the steps of: - selecting energy sources ( 6 . 7 . 8th ) in dependence on state and / or performance characteristics of the energy sources and an operating requirement of the vehicle ( 1 ) and - equipping the vehicle with the selected energy sources. Method according to claim 7, characterized by internal combustion engines ( 7 ), Flywheel mass storage ( 6 ), capacitive storage and / or accumulators ( 8th ) as energy sources. Method according to claim 7 or 8, characterized by a wear model, an electrical energy emission characteristic and / or an electrical energy absorption characteristic as state and / or power characteristic of the energy sources. Method according to one of claims 7 to 9, characterized by a route profile, a route network topology and geometry, timetable and / or claim model as the operating requirement of the vehicle.

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