DE102013207952A1 - Device for operating at least one electrical load of a rail vehicle - Google Patents

Abstract

The invention relates to a device for operating at least one electrical consumer (18.1) of a rail vehicle (10), which can be operated with electrical energy generated by a braking operation of the rail vehicle (10), with a control unit (56) for controlling the operation of the consumer ( 18.1) according to at least two operating modes, a first operating mode for a first operating phase (BP1) of the consumer (18.1) being provided during a braking phase of the rail vehicle (10), and a second operating mode for a second operating phase (BP2) of the consumer (18.2) during a travel phase of the rail vehicle (10) preceding the braking phase is provided and the control unit (56) is provided to control the consumer (18.1) for the first and second operating mode in such a way that its operating power in the second operating mode (L2) is less than in the first Operating mode (L1). In order to provide a generic device for operating an electrical consumer of a rail vehicle, in which energy generated during the braking process can be used more efficiently, it is proposed that the device have a unit (60) which is provided to set at least one trigger parameter (V) the second operating phase (BP2) as a function of at least one feature (B) of the braking phase.

Description

The invention relates to a device for operating at least one electrical load of a rail vehicle, which is operable with an electrical energy generated by a braking operation of the rail vehicle, with a control unit for controlling the operation of the consumer according to at least two operating modes, wherein a first operating mode for a first phase of operation is provided during a braking phase of the rail vehicle, a second operating mode for a second operating phase of the consumer during a preceding phase of the braking phase of the rail vehicle is provided and the control unit is provided to control the consumer for the first and second operating mode such that its Operating power in the second operating mode is smaller than in the first operating mode.

It is already known in the braking operation of a rail vehicle to convert the kinetic energy into electrical energy. Conventionally, this energy, which is generated by the traction motors acting as generators, is fed back into a railway supply network and / or converted into thermal energy in braking resistors. This latter option is used in particular when the railway supply network can not absorb the entire regenerative braking energy. In this case, this is lost by the conversion into thermal energy. For rail vehicles operating on non-electrified lines, the braking energy must be forced into braking resistors.

From the DE 44 16 107 A1 a rail vehicle is known in which an air conditioning device is preferably operated only during a braking phase. In a traction or rolling phase, the air conditioning device for the vehicle interior is put out of operation, unless there is too great a deviation of the interior temperature of a preset desired comfort temperature.

The time period in which the air conditioning device does not receive power is determined by the duration of the traction and / or roll phase preceding a braking operation. If the time span is too long, the air conditioning device can be switched on before the initiation of the braking process and due to an excessive deviation of the interior temperature from the desired comfort temperature. As a result of this electrical energy is obtained before a braking energy is available. When the braking process is initiated, the energy requirement of the air-conditioning device can therefore be much smaller than the braking energy generated, so that an excess of energy in braking resistors must be destroyed. In the worst case, the comfort temperature desired in the vehicle interior can be reached again by the operation of the air conditioning device during the traction or rolling phase before the braking process is initiated, so that no energy demand for the air conditioning device during this braking operation longer exists.

The invention has for its object to provide a generic device for operating an electrical load of a rail vehicle, in which a generated energy during the braking process can be used more efficiently.

For this purpose, it is proposed that the device has a unit which is provided to set at least one triggering parameter of the second operating phase as a function of at least one feature of the braking phase. This makes it possible to achieve a more efficient control of a power consumption by the electrical load as a function of different travel phases of the rail vehicle with regard to the utilization of an available braking energy. Compared to a conventional solution, in which the second operating phase of the consumer is basically triggered automatically by a traction and roll phase of the rail vehicle, so that the duration of the second phase of operation is determined essentially by the duration of the corresponding traction and roll phase can proposed device, in particular the setting of the tripping parameter, the second phase of operation advantageously be tuned to the subsequent braking phase for the purpose of efficient power reference in this braking phase.

The device is particularly suitable for operating a consumer designed as an air conditioning device. Conventionally, an air conditioning system of a rail vehicle formed by one or more air conditioning devices can have an operating power that amounts to more than 50% of the available onboard power. In this case, a particularly efficient utilization of an available braking energy can be achieved by the proposed device.

Furthermore, the device is particularly suitable for operating a consumer designed as an energy storage charging unit. It is conceivable, for example, for this consumer to be configured in the second operating phase in a second operating mode, the mode in which charging is carried out or as the unloading mode, and in the first operating phase in a charging mode trained first operating mode is operated, whereby the corresponding energy storage is loaded as possible by means of an available braking energy.

Further embodiments of the consumer as a cooling device for cooling a drive component of the rail vehicle or compressed air generating device are also conceivable.

The definition of the triggering parameter by the unit is expediently carried out in an automatic manner in order to achieve a high level of driver comfort. A high flexibility in the use of the proposed function can also be achieved if the unit is switched on and off by a vehicle operator.

The specification of the at least one triggering parameter of the second operating phase is expediently dependent on at least one feature of a plannable braking phase. A "schedulable" braking phase is to be understood as a travel phase of the rail vehicle taking place when a braking distance is traveled, the characteristics of which can be determined on the basis of data which are determined in advance - i.e. before reaching the braking distance through the rail vehicle - are known. This data can be derived in particular from static and / or dynamic or updated during the ride characteristics of the route to which the braking section belongs.

A "triggering parameter" of the second operating phase is to be understood as meaning a parameter which is decisive for the beginning of the second operating phase. The triggering parameter may be used, in particular, to define an event, wherein the second operating phase is triggered when this event occurs. Alternatively, the tripping parameter may be a tripping time. The tripping parameter is preferably determined by the unit based on at least one characteristic of the braking phase, for example based on a start time of the braking phase, a duration of the braking phase, a distance position for the beginning of the associated braking distance, a length of the associated braking distance and / or one in the braking phase to be provided braking power.

The energy necessary for the operation of the electrical load is expediently provided by a supply unit of the rail vehicle, in which a braking energy generated by traction motors is fed. In particular, the supply unit can be formed by a DC link to which a power supply unit for supplying the electrical load is connected. In particular, the power supply unit is used to supply a "vehicle electrical system" referred to in the specialist language, to which the consumer is connected.

The term "operating performance" of the electrical load in an operating mode is to be understood in particular as a maximum power obtainable in this operating mode by a measure of the control unit or as a constant power or power averaged over the duration of the corresponding operating phase.

In the former alternative, a maximum usable power should be understood as the operating power of the electrical load in an operating mode. In this case, the control unit may have a function of a power management unit by assigning a lower operating power to the electrical load in the second operation mode than in the first operation mode.

In the second alternative, the operating power of the electrical load in an operating mode is to be understood as meaning a constant power obtained during the corresponding phase. This is particularly suitable for an electrical consumer, for which power levels are predefined. In this case, in the second operating mode, the control unit can operate at a lower power level than in the first operating mode.

In the latter alternative, the operating performance is to be understood as a power averaged over the duration of the corresponding operating phase. In this case, the "duration" of the second operating phase corresponds in particular to the time span between the triggering of the second operating phase and the initiation of the braking phase. For the first operating mode, the "duration" of the first operating phase corresponds in particular to at least one period of the braking phase in which the braking energy generated can cover at least a substantial part, in particular at least 50%, of the requirements of the onboard power supply.

The operating power of the consumer in the second operating mode is preferably significantly smaller than in the first operating mode. This is to be understood in particular as meaning that the operating power in the second operating mode amounts to a maximum of 50%, preferably a maximum of 25% and preferably a maximum of 10% of the operating power in the first operating mode. In particular, the load can be controlled such that it does not draw any electrical energy in the second operating mode. In this case, the "operating power" corresponds to a power of 0 watts. For example, the control of the consumer in a transition to the second Operational mode, a power off the consumer or maintaining an existing power-off state cause. In particular, a significant difference between the operating performances in the first and second operating modes can be achieved in that the operating power in the first operating mode corresponds to the highest power that can be obtained from the consumer.

"Provided" is to be understood in particular to be specially designed, equipped and / or programmed. In particular, the unit may be formed by a computing unit which is equipped with at least one software module for carrying out the proposed measure.

In a preferred embodiment of the invention, it is proposed that the trigger parameter of the second operating phase is a specific track position, wherein the device has a position detection device which serves to provide an actual track position of the rail vehicle. In this way, a simple and rapid determination of the tripping parameter as well as a simple and rapid triggering of the second operating phase by the unit determines the distance position for the beginning of the second phase of operation on the basis of easily accessible, static and / or dynamic data of a braking phase associated with the braking phase and the detected actual track position of the rail vehicle is compared with this track position. A "track position" is to be understood in particular as meaning a position defined along a track to be traveled by the rail vehicle and comprising the associated braking track.

Advantageously, at least one trigger parameter for the first operating phase is a brake signal. This braking signal can advantageously serve to coordinate a change of the second operating phase into the first operating phase of the load assigned to the braking phase with the beginning of the braking phase. In particular, the determination of a parameter for the end of the second phase of operation by the unit can be avoided. The brake signal may be a signal generated by a controller that is used to initiate a braking operation by a brake device of the rail vehicle, or it may be a signal that is triggered by the beginning of the braking process.

Preferably, the unit is provided for taking into account a minimum duration for the second operating phase and / or a maximum duration for the second operating phase during a determination of the tripping parameter. The triggering parameter of the second operating phase can be determined particularly advantageously such that the duration of the second operating phase does not exceed a preset maximum duration. As a result, a disadvantageous effect of operation of the consumer in the second operating phase on further facilities of the rail vehicle and / or the passenger comfort can be avoided, which could result from too long operation of the consumer with reduced operating performance. By establishing a minimum duration can be present in terms of efficient use of braking energy advantageous power consumption of the consumer at the initiation of the braking phase.

In an advantageous development of the invention, it is proposed that the unit is provided to determine the at least one triggering parameter of the second operating phase on the basis of data of a driver assistance system. In order to determine the triggering parameter, it is thus advantageously possible to access data of an existing system so that components and installation space for a data interface assigned separately to the unit can be saved. In particular, existing rail vehicles can be easily retrofitted with the functionalities of the unit. A "driver assistance system" is to be understood in particular as meaning a system which serves to issue a driving recommendation for the driver on the basis of at least one optimization model and at least on the basis of static and / or dynamic route data as input variables for the optimization model Generation of a control signal for at least partially automatic control of the rail vehicle at least contribute. The driver assistance system is formed by devices of the rail vehicle and / or by shore-side devices which are data-technically coupled with devices on board the rail vehicle.

In an embodiment variant, it is proposed that the unit is provided to determine the at least one triggering parameter of the second operating phase on the basis of data of a distance vehicle influencing system. In order to determine the triggering parameter, it is thus advantageously possible to access data of an existing system so that components and installation space for a data interface assigned separately to the unit can be saved. A "distance vehicle influencing system" is to be understood as a system which serves to generate a control signal for an at least partially automatic control of the rail vehicle on the basis of data of a trackside signaling installation.

If the control unit is in particular intended to control the consumer by means of at least one threshold value for a consumer Control parameter is proposed that the control unit is provided to - to change the threshold for an increase in operating power - in a transition to the first operating mode. As a result, the operating power obtained in the first operating mode can be increased in a simple manner.

In this context, it is proposed that the consumer is designed as an air conditioning unit, wherein the control unit is provided to change the designed as comfort temperature threshold. With regard to a heating or cooling operation of the air conditioning unit, the comfort temperature in the second operation mode can be set smaller or higher than in the first operation mode.

Furthermore, it is conceivable that the consumer can be used as a cooling device for cooling at least one drive component, e.g. a transformer, a power converter, a travel motor, etc. of the rail vehicle is formed, wherein the controlled variable is a temperature characteristic for a temperature to be controlled of the drive component. It may also be designed as a compressed air generating device, wherein the controlled variable may be a pressure characteristic for an air pressure generated by the compressed air generating device. In a further conceivable embodiment of the consumer as an energy storage charging unit, the controlled variable may be a state of charge characteristic for the state of charge of an energy store or a charging process characteristic for a charging process of the energy storage charging unit.

It is also proposed that the control unit is provided in the second operating mode to keep the consumer in a power-free operating state. As a result, a particularly high energy saving can be achieved. In this case, at the initiation of the second operation mode, the control unit may cause the consumer to turn off or maintain a turn-off state.

Furthermore, the invention is based on a method for operating at least one electrical load of a rail vehicle, which is operable with an electrical energy generated by a braking operation of the rail vehicle, wherein the load is operated in a first operating phase during a braking phase of the rail vehicle according to a first operating mode, the consumer is operated in a second operating phase during a preceding phase of the braking phase of the rail vehicle according to a second operating mode and the consumer is controlled such that its operating power in the second operating mode is smaller than in the first operating mode.

It is proposed that at least one tripping parameter of the second operating phase is determined as a function of at least one feature of the braking phase. This makes it possible to achieve a more efficient control of a power consumption by the electrical load as a function of different travel phases of the rail vehicle with regard to the utilization of an available braking energy. For further advantageous effects of the proposed method, reference is made to the above comments on the device.

An embodiment of the invention will be explained in the appended drawings. Show it:

1 : a rail vehicle in a schematic side view,

2 : an electrical circuit of the rail vehicle 1 , with a drive unit and consumers connected to a vehicle electrical system,

3 to 5 :
various driving situations in which a braking distance is traveled by the rail vehicle,

6 : a circuit for controlling a load depending on track data and

7 : the course of an internal temperature and the operating performance of the designed as an air conditioning consumer as a function of time.

1 shows a trained as a train train rail vehicle 10 in a schematic side view. In the considered embodiment, the rail vehicle 10 electrical energy, in particular from a railway network supply designed as a catenary 12 , In further embodiments, the rail vehicle 10 Obtain electrical energy from a fixed ground rail or have for operation on non-electrified lines via a generator and / or an energy storage.

The rail vehicle 10 has a set of drive axles 14 on. In the considered, exemplary embodiment is a separate drive unit 16 each for a pair of drive axles 14 , In particular, a drive bogie provided.

The rail vehicle 10 further comprises electrical consumers ( 18.1 to 18.5 ), which are designed as air conditioning unit, battery charger, compressed air generating device, cooling devices of the drive units or fans.

2 shows an electrical circuit of the rail vehicle 10 out 1 in a schematic representation. The drive units described above 16 each have electric motors 20 and a power supply unit 22 on that the engines 20 supplied with electrical power. This is designed in particular as a drive inverter. The power supply unit 22 is known to receive an electrical energy from a DC voltage intermediate circuit 24 by putting it in the DC link 24 DC voltage provided an alternating electric current for the motors 20 according to a service to be provided by this. The DC voltage intermediate circuit 24 is - especially in a traction mode of the rail vehicle 10 - from the railway network supply 12 via a pantograph 26 , a transformer 28 and an input plate 30 , which in particular the voltage of the low voltage winding of the transformer 28 rectified, powered by electrical energy.

In addition, the electrical consumers 18.1 to 18.5 out 1 shown in the schematic circuit. These electrical consumers 18 are via a so-called electrical system 32 supplied with electrical energy, which also from the DC voltage intermediate circuit 24 is related. This is done via a power supply unit 34 , which starting from the by the DC voltage intermediate circuit 24 provided DC voltage produces a single-phase or three-phase AC voltage. In the expert language is the power supply unit 34 also called "auxiliary equipment converter". In an alternative embodiment, not shown, electrical energy may be supplied by the power supply unit 34 directly from a low voltage winding of the transformer 28 be obtained.

The representation of the electrical system 32 and the power supply unit 34 in 2 is greatly simplified. The power supply unit 34 may comprise a plurality of auxiliary inverters, each providing a voltage matched to the respective type of load (eg DC voltage, monophase or three-phase AC voltage, AC voltage of variable frequency).

In the above-mentioned traction mode of the rail vehicle 10 Energy flows from the DC link 24 via the power supply unit 22 in the engines 20 which one on the drive axles 14 generate transmitted drive torque.

In a braking mode of the rail vehicle 10 becomes a kinetic energy of the rail vehicle 10 by means of the engines 20 converted into electrical energy, which thereby have the function of a generator. This energy is transmitted through the power supply unit 22 in the DC voltage intermediate circuit 24 fed. At least part of this energy is used to connect to the electrical system 32 connected electrical consumers 18 during a braking operation of the rail vehicle 10 to operate. The resulting energy flow is in the 2 shown schematically by arrows. Alternatively or additionally, a part of the through the engines 20 generated energy in the railway network supply 12 be fed back and / or performed in braking resistors not shown in detail, to be converted there into thermal energy.

3 shows a route 36 , which from the railway vehicle 10 is driven. The distance 36 and that along this moving rail vehicle 10 are shown in a highly schematic representation. The journey along a certain route can be characterized by section or location-related features which are known in advance, ie at least from a point in time before reaching the relevant section or location. So belong to the track to be covered 36 at least one breakpoint corresponding to the destination point of the ride, or multiple breakpoints formed by that destination point and intermediate stations. Such a breakpoint 38 , which corresponds to a station, is in 3 shown schematically. This breakpoint 38 is a braking distance 40 the way 36 assigned to the rail vehicle 10 when driving on the braking distance 40 is braked from a certain speed to a standstill.

Another, previously known feature of the track 36 may be the presence of a particular section of the route in which a reduced speed journey is to be made. This is in 4 shown in which such a section 42 is shown. This section is a braking distance 44 the way 36 assigned to the rail vehicle 10 when driving on the braking distance 44 from a certain speed to the reduced target speed of the track section 42 is slowed down.

5 shows another application in which a hold or a reduced speed off the track 36 is dynamically prescribed. This is done by means of a signaling system 46 indicating a particular driving style ("hold" or "slow drive") by a dynamic signaling (eg lights). This dynamic rule is a braking distance 48 the way 36 assigned to the rail vehicle 10 when driving on the braking distance 44 from a certain speed to a stop or on the reduced target speed at the location of the signaling system 46 is slowed down.

In the in the 3 and 4 shown applications, the breakpoint 38 or the presence of the route section 42 already known before a departure from the route start point, ie they provide "static" characteristics of the route 36 Accordingly, the track position of the beginning of the braking distance 40 respectively. 44 and / or its length before departure from the route start point. For example, these can be stored in a route description. An additional breakpoint 38 or a temporary section 42 in which a reduced speed is prescribed, while driving along the route 36 be announced. These features are called "dynamic" features of the track 36 designated. The consideration of these changes while driving can be achieved by transmitting information from a shore-based control center to the rail vehicle 10 take place, in particular via a between the control center and a transmitting / receiving unit 50 established radio connection (see 1 ). Is the track 36 equipped with a route vehicle-influencing system, can alternatively provide information about the additional breakpoint 38 or the temporary section 42 about this system the rail vehicle 10 be transmitted.

In the application of the 5 is the track 36 with such a route vehicle influencing system 52 equipped, which is shown schematically by a dashed line. This is known to engage in the control of the rail vehicle 10 one. This control stands for this with a in 1 shown, for interacting with the distance vehicle-influencing system 52 the way 36 provided receiving device 54 of the rail vehicle 10 in connection.

From the static and / or dynamic characteristics of the route described above 36 can be one of the corresponding braking distance 40 . 44 respectively. 48 assigned braking phase of the rail vehicle 10 be planned. The braking phase, referred to as "planable", is based on data that is at least from a point in time before reaching the relevant section or location of the route 36 are known.

The control of the operation of the electrical consumers 18 while driving the rail vehicle 10 along the way 36 will now be based on the 6 explained. This control is particularly the example of trained as an air conditioning unit consumer 18.1 described.

To control the operation of the electrical load 18.1 is a control unit 56 provided for at least two different operating modes of the associated consumer 18.1 is designed. The operating modes are for different operating phases of the consumer 18.1 intended.

A first phase of operation takes place during a braking phase of the rail vehicle 10 , The beginning of the braking phase is controlled by a brake signal, which from a control device 58 of the rail vehicle 10 is generated to initiate a braking process signals. The braking signal serves as a triggering parameter for the first operating phase of the consumer 18.1 ie the start of the first phase of operation is coordinated with the beginning of the braking phase. On the basis of this tripping parameter, a first operating mode assigned to the first operating phase is triggered by the control unit 56 is triggered to switch to the first operating mode in the presence of the brake signal. This is the control unit 56 with the control device 58 in active connection.

In the considered embodiment is the control unit 56 as one to the consumer 18.1 locally assigned unit and from the higher level control device 58 physically separately formed. In a further embodiment, it is conceivable that the control unit 56 structurally as part of an electrical consumers 18 Parent unit, eg part of the control device 58 is trained.

In the in the 3 to 5 Applications shown a braking phase and therefore an operation of the electrical load 18.1 in the first operating mode when the braking distance 40 . 44 respectively. 48 from the rail vehicle 10 is driven.

The control unit 56 is designed for a second mode of operation, which is for a second phase of operation of the consumer 18.1 is provided. This second phase of operation takes place during a preceding phase of the braking phase of the rail vehicle 10 which may be a traction or roll phase. As described above, the control of the rail vehicle is based 10 with regard to the braking phase, to data known in advance, ie at least from a point in time before reaching the relevant section or location. Characteristics of the braking phase, in particular at least one distance position for the beginning of the relevant braking distance and / or a length of this braking distance, a braking power, etc., are known by these data. The distance position for the beginning of the braking phase is in the 3 to 5 designated as feature "B".

If the brake phase characteristics data, such as characteristic "B", are known, the braking phase may be the preceding second operating phase of the load 18.1 be assigned as a preliminary phase. The assignment of the second operating phase to the braking phase by means of a unit 60 , This assignment is made by the unit 60 set at least one triggering parameter for the second operating phase based on at least one characteristic of the braking phase. The unit 60 is in the considered embodiment as part of the control device 58 educated. Alternatively, it may be from the controller 58 be physically separated. In the considered embodiment, the trigger parameter V is determined on the basis of the feature B so that the second operating phase has a certain duration. This duration may, for example and optionally as a further feature of the braking phase, take into account a braking power to be provided therein. Thus, the duration of the second phase of operation can be adapted to an expected braking energy generated in the braking phase.

The data provided by the controller 58 are used for the braking phase and therefore for determining the triggering parameter of the second operating phase are in a schematically represented data unit 62 filed with which the unit 60 is in active connection. In a particular embodiment, the data unit 62 Part of the control device 58 be. Depending on the current application, the data of the data unit 62 be provided in different ways.

In particular, the data may be based on the static characteristics of the route described above 36 to be provided. This data, eg data of a "route book", can be read before the journey of the rail vehicle 10 along the way 36 from a database to the data unit 62 can be loaded or they can be permanent in the data unit 62 be saved.

In terms of dynamic characteristics of the route 36 , which are announced while driving along this, the data for the braking phase from the land-based control center via the transmitting / receiving unit 50 receive. Alternatively or additionally, data may be collected via the track-vehicle-influencing system 52 cooperating receiving device 54 be used. These data transmissions are the data unit 62 directly or indirectly with the transmitting / receiving unit 50 or with the receiving device 54 in active connection.

The data unit 62 can also be part of a driver assistance system 64 (dashed line in the figure) of the rail vehicle 10 be. This is known to have the function based on static and / or dynamic characteristics of the route 36 and an optimization model a driving recommendation for the driver and / or control signals for the control device 58 to create.

In the embodiment shown, in which the data unit 62 Part of the driver assistance system 64 and the unit 60 for the assignment of the second operating phase of the consumer 18.1 Part of the control device 58 is, this unit can 60 an existing, conventional computing unit of the control device 58 be to carry out the described function in connection with the operation of the consumer 18.1 equipped with a corresponding software module. This allows an existing vehicle, which has a driver assistance system, be retrofitted easily and advantageously without structural adjustments.

In the considered embodiment corresponds to that of the unit 60 certain tripping parameters of the second operating phase of a route position for the beginning of this pre-phase along the route 36 , The trip parameter designed as a route position is in the 3 to 5 denoted by "V". The rail vehicle 10 is with a position detection device 66 equipped by which an actual track position I of the rail vehicle 10 along the way 36 is detected. With the actual route position I, at least the achievement of the set triggering parameter V by the rail vehicle 10 be recorded. For example, the position detection device 66 be provided for receiving satellite generated location signals (in particular GPS signals). Other alternatives for the position detection device 66 however, to provide route signals are conceivable.

The electrical consumer 18.1 is operated in a second operating mode different from the first operating mode during the second operating phase. A circuit in the second operating mode is effected by the presence of the tripping parameter V of the second operating phase, ie in the considered embodiment by the achievement of the corresponding track position by the rail vehicle 10 , This is the control device 58 with the position detection device 66 in connection. If there is a match between the actual link position and the trigger parameter V, this will be done by the controller 58 captured the control unit 56 triggers to initiate the second mode of operation.

In the first and second modes of operation the consumer becomes 18.1 operated such that its operating performance in the second mode of operation is significantly smaller than in the first operating mode. For this purpose, several measures are possible. In one possible embodiment, the control unit 56 have a power management function, by which for the operation in the second operating mode, an electrical consumer 18.1 assigned maximum power compared to the first operating mode is reduced or throttled.

In one embodiment, it may be provided that the control unit 56 the electrical consumer 18.1 during the second phase of operation keeps in a powerless state. For example, the consumer 18.1 when switching to the second mode of operation of the control unit 56 be switched off or it can be maintained an already existing off state.

With the considered design of the consumer 18.1 as the air conditioning unit is the control unit 56 intended to a regular operation of the consumer 18.1 to control based on at least one threshold for a temperature characteristic. At a transition to the first mode of operation, the consumer 18.1 thereby be operated at a higher power than in the second operating mode, that the threshold value of the control unit 56 will be changed. In a heating operation, the threshold value, which corresponds to a comfort temperature in the vehicle interior, can be increased during the transition to the first operating mode. In a cooling mode, the threshold value can be lowered (see in particular 7 ).

At the initiation of the braking phase by the brake signal of the control device 58 - As described above - there is a change to the first operating mode. This is due to a higher performance deduction by the consumer 18.1 targeted. For this purpose, a set in the second operating mode power throttling is canceled or the consumer 18.1 assigned maximum power increased. If the consumer 18.1 was switched off in the second operating mode, it is put back into operation in the first operating mode. If a threshold for reducing the power drawn has been set for operation in the second operating mode, this threshold is changed in such a way during the transition to the first operating mode that the power drawn off is increased, preferably maximally. Was eg the consumer used for cooling 18.1 operated in the second operating mode with an increased temperature threshold, this is lowered again to increase the cooling capacity (see 7 ).

7 shows a summary of the operation of the electrical load 18.1 during the first and second phases of operation. Two diagrams are shown. The upper diagram shows the actual temperature T of the vehicle interior (shown in dashed lines) and the set comfort temperatures as a function of time. The lower diagram shows the operating performance of the consumer 18.1 as a function of time.

On the time axis, two times t (V) and t (B) are shown, the reaching of the track position or tripping parameter V by the rail vehicle 10 and the beginning of the braking phase. During the period [t (V), t (B)] becomes the consumer 18.1 operated in its second phase of operation BP2. From time t (B), ie during the braking phase, the consumer becomes 18.1 operated in its first phase of operation BP1.

The illustration refers to a cooling operation of the consumer 18.1 , At time t (V), ie at the beginning of the second operating phase BP2, the comfort temperature of the hitherto valid threshold value SW1 to the higher threshold value SW2 from the control unit 56 changed. This causes the consumer 18.1 , which was already turned off by reaching the comfort temperature SW1, is maintained in this off state. The operating power in the second operating phase BP2 is therefore the value L2 = 0.

At time t (B), the beginning of the braking phase and therefore the first operating phase BP1 of the consumer takes place 18.1 , The comfort temperature is changed from the threshold value SW2 to the lower threshold value SW1. The internal temperature, which has increased during the second operating phase BP2, is higher than the threshold value SW1, so the consumer 18.1 is turned on. For the operating power L1 in the first operating phase BP1, L1> L2.

By changing the comfort temperature from SW1 to SW2 at the initiation of the second phase of operation can be prevented that the consumer 18.1 before the initiation of the braking phase, and indeed during a time period determined by the tripping parameter V [t (V), t [B)], so that the power reference can advantageously be tuned to the beginning of the braking phase. The tripping parameter V is determined such that the time period [t (V), t [B)], ie the duration of the second operating phase BP2, does not exceed a predefined maximum duration in order to prevent the internal temperature T from rising too high. For example, the maximum duration may be 5 minutes. In addition, a minimum duration of eg 1 minute is preset for the duration of the second operating phase BP2. The trigger parameter V is determined such that the duration of the second operating phase does not fall below this value.

Advantageously, the change in comfort temperature within a tolerance band of ± 2 °.

The above description refers to the consumer designed as an air conditioning unit 18.1 , These explanations will be found for the other consumers 18.2 to 18.5 appropriate application.

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 4416107 A1 [0003]

Claims (11)

Device for operating at least one electrical consumer ( 18.1 ) of a rail vehicle ( 10 ), which with one by a braking operation of the rail vehicle ( 10 ) is operable with a control unit ( 56 ) for controlling the operation of the consumer ( 18.1 ) according to at least two operating modes, wherein - a first operating mode for a first operating phase (BP1) of the consumer ( 18.1 ) during a braking phase of the rail vehicle ( 10 ), - a second mode of operation for a second phase of operation (BP2) of the consumer ( 18.2 ) during a phase preceding the braking phase of the rail vehicle ( 10 ) and - the control unit ( 56 ) is intended to help the consumer ( 18.1 ) for the first and second operating modes such that their operating power in the second operating mode (L2) is smaller than in the first operating mode (L1), characterized by a unit ( 60 ), which is intended to set at least one triggering parameter (V) of the second operating phase (BP2) as a function of at least one feature (B) of the braking phase. Device according to Claim 1, characterized in that the trigger parameter (V) of the second operating phase (BP2) is a specific track position, a position-sensing device ( 66 ) provided for providing an actual line position (I) of the rail vehicle ( 10 ) serves. Apparatus according to claim 1 or 2, characterized in that at least one triggering parameter for the first operating phase (BP1) is a brake signal. Device according to one of the preceding claims, characterized in that the unit ( 60 ) is provided to take into account a minimum duration for the second operating phase (BP2) and / or a maximum duration for the second operating phase (BP2) when determining the triggering parameter (V). Device according to one of the preceding claims, characterized in that the unit ( 60 ) is provided, the at least one triggering parameter (V) of the second operating phase (BP2) on the basis of data from a driver assistance system ( 64 ). Device according to one of the preceding claims, characterized in that the unit ( 60 ) is provided, the at least one triggering parameter (V) of the second operating phase (BP2) on the basis of data of a distance vehicle-influencing system ( 52 ). Device according to one of the preceding claims, characterized in that the control unit ( 56 ) is intended to be a regular operation of the consumer ( 18.1 ) on the basis of at least one threshold value (SW1, SW2) for a control characteristic (T) and - for a transition to the first operating mode - to change the threshold value (SW1, SW2) for an increase in the operating power (L1, L2). Device according to claim 7, characterized in that the consumer ( 18.1 ) is designed as an air conditioning unit, wherein the control unit ( 56 ) is provided to change the designed as comfort temperature threshold (SW1, SW2). Device according to one of the preceding claims, characterized in that the control unit ( 56 ) is provided in the second mode of operation, the consumer ( 18.1 ) in a powerless operating condition. Railway vehicle with at least one electrical consumer ( 18.1 - 18.5 ) and a device according to any one of the preceding claims. Method for operating at least one electrical consumer ( 18.1 ) of a rail vehicle ( 10 ), which with one by a braking operation of the rail vehicle ( 10 ) is operable, whereby - the consumer ( 18.1 ) in a first operating phase (BP1) during a braking phase of the rail vehicle ( 10 ) is operated according to a first operating mode, - the consumer ( 18.1 ) in a second phase of operation (BP2) during a preceding phase of the rail vehicle during the braking phase ( 10 ) is operated in a second mode of operation, and - the consumer ( 18.1 ) is controlled in such a way that its operating power in the second operating mode (L2) is smaller than in the first operating mode (L1), characterized in that at least one triggering parameter (V) of the second operating phase (BP2) depends on at least one characteristic (B) of the braking phase is determined.

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