DE102016224125A1 - Method for controlling secondary consumers of rail vehicles - Google Patents

Abstract

The invention relates to a method for controlling auxiliary consumers of rail vehicles, wherein the available power should be divided according to demand between traction and auxiliary consumers. The invention has for its object to develop an innovative solution for the energy control of a train, which makes it possible to dispense with the use of a second traction unit or a more powerful traction vehicle and yet be able to cover peaks in traction power demand by the Leistungszuzug the wagon train is temporarily reduced. This is inventively achieved in that the available power of the traction vehicle so divided between traction power and power requirement of the wagon train is that despite limited overall performance peaks in traction performance can be covered by the power consumption of the wagon train by interfering with the controls of the locomotive and wagenzug ze is itweiseweise reduced and the consumers of the wagon train to this automatically switched off or switched on or their power consumption can be controlled.

Description

The invention relates to a method for controlling auxiliary consumers of rail vehicles, wherein the available power is to be divided according to demand between traction and secondary consumers.

From the DE 10 2015 201 315 B3 a power control device is known, which is designed to vary an electrical power delivered to a consumer. The device has a control unit and a temperature detection unit. Autonomous operation of the power control device should be enabled even if the connection to the power allocation unit is interrupted. The solution is directed to an electric vehicle (car).

The DE 10 2014 226 081 A1 relates to a rail vehicle with energy storage, in which a high degree of flexibility and a high degree of redundancy in the use of energy storage is to be achieved.

The DE 10 2014 221 964 A1 describes a method for operating a vehicle, which has a drive unit, a driving data determination unit, a consumption replacement and a power management unit, which is provided for managing the consumption replacement. The purpose here is the energetic optimization of the driving style, in particular the use of the phase-out phase. The determination of the power requirements of the secondary consumers is needed to determine the available traction power.

The disadvantage of the known prior art lies in the fact that although the possibility of individual switchability of secondary consumers is known, their use for temporary reduction of the power requirement of the wagon train in favor of the coverage of power peaks of the traction power requirement is not used.

Especially DE 10 2014 221 964 A1 uses the forecast of the power requirement of all consumers (traction and secondary consumers) to determine the driving curve data, that is, the available power required as an input for energy optimization of the journey is dependent on the power requirements of the secondary consumers. The reverse way of making the available power dependent on the traction power requirement for the secondary consumers is not trodden there.

There are scenarios in which a train with more than one locomotive (train) must be covered, because the available power of a locomotive is not enough to cover the total power demand. The controlled shutdown of secondary consumers, the available power of each locomotive should be used so that can be dispensed with additional locomotives.

The invention has for its object to develop an innovative solution for the energy control of a train, which makes it possible to dispense with the use of a second locomotive or a second locomotive and yet operate all energy consumers in an intelligent way.

This is achieved by the claims 1 to 6 according to the invention.

The following remarks refer to locomotive-hauled trains. By analogy, the explanations also apply to railcars and multiple units as a special case of a train. The methods are applicable to both passenger trains and freight trains connected to the train busbar, for example, coal trains with heating as anti-freeze or refrigerated hoists.

On the locomotive electrical power is provided. There is an upper limit to the deliverable power.

• • für den Traktionsantrieb,
• • für die Hilfsbetriebe der Lokomotive und
• • zur Energieversorgung des angehängten Wagenzuges.

The electric energy is used

• • for the traction drive,
• • for the auxiliaries of the locomotive and
• • for power supply of the attached wagon train.

The power supply for supplying the train via the train busbar. The only way to control the distribution of the available power to the consumers is to switch off the train busbar completely by manual operation.

The power requirement for the traction drive has a temporal and local dependence due to the infrastructure and vehicle characteristics.

For the secondary consumers on the train busbar, the power requirement is essentially determined by technical requirements (for example, fan power, brake air requirement, climate specifications). Not all consumers are battery-backed, so longer breaks in the power supply are not possible.

• • Die Differenz zwischen minimalem und maximalem Leistungsbedarf des Zuges muss groß genug sein, damit der Leistungsgewinn bei Umschaltung einen spürbaren Effekt bringt, zum Beispiel den Verzicht auf Doppeltraktion oder Wahl einer kleineren Lokomotive.
• • Die Differenz zwischen dem durchschnittlichen Gesamt-Leistungsbedarf und dem Spitzenbedarf an Traktionsleistung muss groß genug sein, um daraus den Leistungsbedarf des Zuges zu bedienen, einschließlich eventueller Spitzen im Leistungsbedarf des Wagenzuges zum Hochfahren nach der Abschaltung.
• • Die Zeit, in der die Spitze in der Traktionsleistung benötigt wird, muss kurz genug sein, damit die reduzierten Funktionen des Wagenzuges vertretbar sind.

The method to reduce the power requirement of the wagon train in order to provide the power saved there for peaks in traction power demand is possible in a narrow range of applications:

• • The difference between the minimum and maximum power requirements of the train must be large enough for the power gain to bring about a noticeable effect when switching over, for example avoiding double traction or choosing a smaller locomotive.
• • The difference between the average total power demand and peak traction power needs to be large enough to accommodate the train's power requirements, including any peaks in the wagon train power demand after start-up.
• • The time needed for peak traction performance must be short enough for the reduced functions of the wagon train to be acceptable.

Whether these conditions are correct must be examined in each specific case of application. Such an investigation provides only statements for specific operating cases (combination of infrastructure, locomotive and train) and must be questioned with every change of the operating program. This analysis can not be left to a driver assistance system, as it already has to be done when equipping and scheduling locomotives and wagons. A combined simulation of driving dynamics and power demand of the train can provide decision bases for this.

Before implementing power control with temporary shutdown of comfort devices, it is necessary to check whether the range of variation of the comfort parameters, e.g. the temperature in the passenger compartment, is still tolerable.

For energy control of the secondary consumers three possible methods are presented:

Shutdown of the train busbar

Schütz ein für p < P₂ bei $\frac{dp}{dt}<0$

p Momentanwert der Traktionsleistung
Eine Hysterese P₁ > P₂ muss vorgesehen werden, um einen zu häufigen Zustandswechsel zu vermeiden. Häufige Schalthandlungen können die Lebensdauer der Geräte ungünstig beeinflussen.In the simplest measure, there is no communication between the wagon train and the locomotive. The train busbar is switched off at a certain traction power P ₁ . If the traction power drops again, the traction bus P _{2 is} switched on again at a traction power P ₂ . Contactor off for p> P ₁ at $\frac{dp}{dt}>0$

Protect one for p <P ₂ at $\frac{dp}{dt}<0$

p Instantaneous value of traction power
A hysteresis P ₁ > P ₂ must be provided in order to avoid a too frequent change of state. Frequent switching operations can adversely affect the life of the equipment.

In this variant, only interventions in the locomotive control are required. The wagon train remains unchanged. The contactor for switching the train busbar already exists. To change is the activation of the contactor. If necessary, the type of contactor must be changed if the number of additional operations by the process increases so significantly that life-time reduction or maintenance becomes unacceptable. This depends on the concrete operational use case. A prognosis of the traction power p = f (t) is not necessary in this variant.

The maintenance of indispensable basic functions of the wagon train must be done during the time of shutdown by energy storage (usually by the car battery), as it is already practiced today (such as when driving through protection routes with the main switch off the electric locomotive).

Intelligent energy management of the train

Creating an intelligent energy management system requires that a prediction of traction power demand exists. This can be done in particular by a timetable assistance system, which contains all timetable and route data.

• • eine Anzahl von Verbrauchern gerade soweit abgeschaltet bzw. abgeregelt wird, dass die maximal bereitstellbare Leistung unter Vorrang der Traktionsaufgabe bestmöglich ausgenutzt wird, und
• • rückgespeiste Bremsenergie bestmöglich genutzt wird.

With the help of the forecast of the power requirement, the consumers are controlled so that

• • a number of consumers are just shut down or regulated so far that the maximum deliverable power is used in the best possible way with priority to the traction task, and
• • regenerated regenerative braking energy is used in the best possible way.

The predicted free available power is to be distributed intelligently to the consumers of the train. There are two possibilities:

Using monodirectional information transfer

This variant is suitable for trains that are always formed over long periods of car material equal power requirements.

The locomotive conveys a forecast of the time course of the power available on the train bus to the train. This forecast consists of the above-mentioned forecast of the available power at the train bus at the exit of the locomotive, divided by the number of cars. The equality of the carriages makes it possible to monodirectively deal with an information channel, i. all cars receive the same signal. The method is therefore not only suitable for cars of the same type, because the cars are responsible for their own internal power control.

The intelligence on each car now determines individually, as it uses the line offer best. As the timing is transmitted, each car can respond according to its own requirements, e.g. with the timely shutdown of the air conditioning.

The cars must have access to the forecast, with a train bus or the like must be present. Also, the control functions, including the intelligence for analysis and decision making, must be implemented.

The use of cars of different power requirements would result in this method, that the output of the allowed time behavior is based on the car with the largest demand and the power available from the locomotive on the train busbar is not exploited.

Using bidirectional information transfer

In the case of the use of cars of different power requirements (for example, different climate performance, galley on-board kitchen, additional equipment of control car), especially for trains with changing configuration, it is no longer sufficient that the locomotive monodirection commands transmitted to the train. In this case, there must be a communication device, via which the individual cars log their power requirement at a control unit on the locomotive. The intelligence contained in this control unit then coordinates the switching on and off of the train's consumers. This control unit can be integrated in a driver assistance system or can also be made separately, in the latter case it receives from the driver assistance system the prognosis of the time course of the free power.

The wagon train must have a communication device and the consumers in the wagon must have self-intelligence enough so that they can register their needs in the control unit of the locomotive. The control unit must in turn have access to the consumers on the train.

• • Sicherstellung einer energieeffizienten Zugfahrt,
• • Prädiktive Steuerung des Ladezustandes des Energiespeichers,
• • Vorgabe der Leistungsaufteilung zwischen verbrennungs-motorischem Antrieb und Energiespeicher.

An optimization module (OM) should serve as a function of infrastructure, vehicle and operating position data for the predictive feedforward control of the drive train of rail vehicles. The primary purpose is the coordination of conventional drive and energy storage:

• • ensuring an energy-efficient train journey,
• • Predictive control of the state of charge of the energy storage,
• • Specification of the power distribution between combustion engine drive and energy storage.

In order to maintain the performance of the vehicle, it is necessary to keep track of the energy content of the memory. Here, in addition to the current state of the vehicle and its drive system, the route and the environmental conditions must be included. The viewing horizon is to be shifted from evaluating current system states to future system states. This requires a prediction of the traction power requirements and thus of the energy requirement.

• • Berechnung einer energieeffizienten Fahrzeugbewegung,
• • Einbeziehung des Fahrplans und der aktuellen Fahrplanlage,
• • Bewertung der Leistungsfähigkeit des Antriebssystems,
• • Berücksichtigung der streckengebundenen Nachladeinfrastruktur,
• • strecken- und situationsabhängige Empfehlung eines Sollladezustandes,
• • Empfehlung eines Leistungssplits zwischen dem Verbrennungsmotor und dem Energiespeicher (falls vorhanden),
• • Empfehlung zur Steuerung der Hilfsbetriebe sowie
• • Signalisierung einer geeigneten Fahrstrategie an den Triebfahrzeugführer.

The tasks of the OM are thus

• • calculation of an energy-efficient vehicle movement,
• • inclusion of the timetable and timetable,
• • evaluation of the performance of the drive system,
• • taking account of the stretched reloading infrastructure,
• • route-dependent and situation-dependent recommendation of a nominal state of charge,
• Recommendation of a power split between the internal combustion engine and the energy storage device (if present),
• • Recommendation for the control of auxiliary plants as well
• • Signaling a suitable driving strategy to the driver.

The OM operates according to the principle: operational safety is about punctuality and energy efficiency. An energy-efficient driving style is realized under the condition of punctual train traffic.

With the current driveline data, the current position relative to the infrastructure data (e.g., slope, curves, operating restrictions) and the scheduling facility, a prediction of the speed profile, power flow and associated energy balances is performed. If there are timetable reserves, these are used to carry out an energy-saving driving style. In the event of delays, the driving profile will be tightened within the permissible limits.

Control variables are derived from the calculation results and transferred to the drive train control. The calculated system states (setpoints) are continuously compared with the current system states (actual values) of the vehicle. A recalculation of the setpoints occurs in case of too large differences or if other, defined events exist.

Since the OM has a prediction of the traction power requirement for these purposes, the integration of situational control of secondary consumers as an additional utilization option is possible.

1. 1. Durch direkte Ansteuerung des Schalters der Zugsammelschiene auf dem Triebfahrzeug;
2. 2. Durch Abgabe eines Steuersignals an den Wagenzug, welches Verbrauchsniveau der Hilfsbetriebe gewählt wird;
3. 3. Durch individuelle Steuerung der einzelnen Hilfsbetriebeverbraucher des Zuges.

An application in all three methods presented above is possible:

1. 1. By direct control of the switch of the train busbar on the locomotive;
2. 2. By issuing a control signal to the wagon train, which consumption level of the auxiliary services is selected;
3. 3. By individual control of the individual auxiliary consumers of the train.

It does not matter whether the vehicle has energy storage for traction energy. Such a memory increases the options of the energy management, but is not mandatory for the situational control of the auxiliary operations.

embodiment

The invention will be explained below with reference to an embodiment.

• - 1 - beispielhafte Darstellung des Zeitverlaufs des Leistungsbedarfes von Traktion, Nebenverbrauchern (Wagenzug) und Summe aus beiden mit und ohne Abschaltung von Nebenverbrauchern
• - 2 - beispielhafte Darstellung des Zeitverlaufs des Leistungsbedarfes von Traktion, Nebenverbrauchern (Wagenzug) und Summe aus beiden mit und ohne Reduzierung der Leistung von Nebenverbrauchern
• - 3 - Prinzipdarstellung für individuelle Steuerung der Verbraucher im Wagenzug

Showing:

• - 1 - Exemplary representation of the time course of the power requirement of traction, auxiliary consumers (wagon train) and sum of both with and without shutdown of secondary consumers
• - 2 - Exemplary representation of the time course of the power requirement of traction, auxiliary consumers (wagon train) and sum of both with and without reducing the performance of secondary consumers
• - 3 - Schematic representation for individual control of the consumers in the wagon train

The locomotive is over the train busbar 1 as well as the contactor 2 connected to the individual cars for switching them ( 3 ). The cars have individual consumers 3 on.

Next to the train busbar 1 become one or more bidirectional control and data lines 4 over the entire wagon train and to every consumer 3 Installed.

In 1 is an exemplary representation of the time course of traction power demand 9 , Power turnover of the wagon train 5 and the sum 6 shown from both. Without a temporary shutdown would be the course 7 the sum of traction power requirement and power requirement of the wagon train, the available power 8th would exceed.

2 is similar to 1 to see. Here, not the wagon train is completely switched off, but by a temporary reduction in the power consumption of the wagon train 5 the power peak in total (curve 6 ) under the course of the performance limit 8th lowered. Without the reduction, there would be a curve again 7 as a total power demand, which is the available power 8th would exceed.

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 102015201315 B3 [0002]
• DE 102014226081 A1 [0003]
• DE 102014221964 A1 [0004, 0006]

Claims (6)

Method for controlling the secondary consumers of a rail vehicle, which is composed of a traction unit and a train, which are interconnected via a train busbar, characterized in that the available power of the traction unit is divided between traction power and power demand of the wagon train, that despite limited Overall performance peaks of traction performance can be covered by the power consumption of the wagon train is temporarily reduced by interfering with the control of the locomotive and wagon train and the consumers of the wagon train for this purpose automatically switched off or their power consumption can be controlled. Method according to Claim 1 , characterized in that on the locomotive, a control is implemented, which as needed off the train busbar and back on. Method according to Claim 1 , characterized in that for the needs-based control of the secondary consumers a forecast of traction power demand is used, the forecast of the traction power demand from the infrastructure data (slope and curve radii of the route, permissible speeds of sections), the properties of the train (performance characteristics, efficiencies, driving resistances, actual Speed) and operational data (timetable) is calculated. Method according to Claim 1 , characterized in that by means of information transmitted by the drive vehicle (power allocation as a function of time, in the simplest case, on / off) individual consumers of the wagon train are selectively controlled. Method according to Claim 1 . 3 and 4 , characterized in that a forecast of the traction power demand is used to control the auxiliary consumers of the wagon train as a whole or individually specifically, for this purpose, the available power for the wagon train is calculated from the difference in the total available power and the traction power demand and on the consumers of the wagon train is divided and the consumers of the train information is transmitted, how much power is maximum feasible, taking into account the timing of the maximum power. Method according to Claim 1 . 3 and 4 characterized in that a bi-directional information transfer between the train and the train is performed, in which the auxiliary consumers of the wagon train log their power requirements in an energy management system and the power management system over the available power for traction and secondary consumers is distributed according to adjustable priority principles, where mission-critical functions higher as comfort functions (light higher than heating) and larger deviations from the setpoint higher than smaller ones (high temperature drop in individual cars due to door opening higher than moderate temperature drop in other cars).

Images