DE102022105792A1 - Method for controlling the charging and/or discharging of accumulators in a fleet of rail vehicles - Google Patents

Abstract

Method for controlling the charging and/or discharging of accumulators of a fleet of rail vehicles (10, 12, 14), the fleet having a plurality of rail vehicles (10, 12, 14). The fleet is supplied with electrical energy, with the electrical energy being purchased from an energy supplier. At least some of the rail vehicles in the fleet (10, 12, 14) have accumulators that enable the respective rail vehicle (10, 12, 14) to be operated independently of the contact line over a certain period of time. The charging and/or discharging of the accumulators of the individual rail vehicles (10, 12, 14) is controlled by a common, higher-level controller (28). The charging and/or discharging of the accumulators is controlled depending on a total power requirement that would be necessary for the operation of all rail vehicles without using the accumulators and/or a total power consumption (24) of all rail vehicles (10, 12, 14) in the fleet, which is purchased from the energy supplier.

Description

The invention relates to a method for controlling the charging and/or discharging of accumulators in a fleet of rail vehicles.

In particular, on non-electrified railway lines, rail vehicles are used that have accumulators that enable the rail vehicle to operate independently of the contact line over a certain period of time. Such rail vehicles are also called battery-electric rail vehicles or battery-powered multiple units for short. They are used in particular in passenger transport, where they preferably replace vehicles powered by diesel engines.

On electrified routes, such rail vehicles are operated like conventional electric multiple units. This means that the electric drives of the rail vehicles are supplied with energy from an electrical energy supply network. The individual rail vehicles are supplied in particular via the contact wire. The accumulators are preferably also charged via this. This basically has the advantage that the batteries of the respective rail vehicle can also be charged while it is in operation, as long as the vehicle is on electrified routes. “Charging breaks”, such as those that are regularly necessary with electrically powered motor vehicles, therefore generally do not play a role in the operation of such rail vehicles.

When operating such a rail vehicle, the costs of electrical energy represent a not insignificant part of the operating costs. Due to the comparatively easy planning of the use of such a rail vehicle on the one hand and the fluctuating prices for electrical energy on the other hand, there have already been considerations in the past To control the charging and/or discharging of the accumulators of such rail vehicles in such a way that overall more economical operation is possible. A corresponding procedure is, for example, in DE 10 2011 121 162 A1 disclosed.

However, such procedures have not yet played a role in practice. The reasons can be seen in particular for the fact that the high fluctuations in labor prices, as can be observed particularly on the energy exchanges, are often not passed on to customers in this form. Rather, their costs for electrical energy depend on previously negotiated prices. These are usually made up of a number of components, in particular a price for the amount of electrical energy purchased, the so-called work price, and the service used, the so-called performance price.

The invention is therefore based on the object of demonstrating a method for controlling the charging and/or discharging of accumulators of rail vehicles that enables more economical operation of the rail vehicles.

The object is achieved by a method for controlling the charging and/or discharging of accumulators in a fleet of rail vehicles with the features of independent claim 1. The features of the dependent claims relate to advantageous embodiments.

The method for controlling the charging and/or discharging of accumulators of a fleet of rail vehicles provides that the fleet has a plurality of rail vehicles that are supplied with electrical energy, the electrical energy being obtained from an energy supplier.

The method can provide that the electrical energy is distributed to the rail vehicles via an energy supply network for supplying the rail vehicles with electrical energy.

At least some of the rail vehicles in the fleet have accumulators that enable the respective rail vehicle to be operated independently of the contact line over a certain period of time.

The method now provides that the charging and/or discharging of the accumulators of the individual rail vehicles is controlled by a common higher-level controller.

The method provides in particular that the charging and/or discharging of the accumulators of the individual rail vehicles can take place independently of one another, i.e. i.e., it is particularly possible for the accumulators of individual rail vehicles to be charged while the accumulators of other rail vehicles are discharged. The accumulators can be discharged to operate the respective rail vehicle and/or to feed the electrical energy back into the energy supply network. The accumulators can be charged from the energy supply network and/or through the recuperation of electrical energy, particularly when the rail vehicles are decelerating.

The common higher-level control can be a physical control device. In particular, this has a computer that is set up to run control software. The control software is designed in particular to carry out the method in question for controlling the charging and/or discharging of the accumulators when it is executed on the computer of the control device. Alternatively and/or additionally, the method can also provide that the higher-level control is implemented by a plurality of physical control devices networked with one another via data connections. In this case, the individual control devices in particular can have appropriate computers with appropriate software. In this context, computers are, in particular, devices that process data in the broadest sense using programmable calculation rules. This includes in particular integrated microcomputers, so-called embedded systems, which can in particular be part of the individual rail vehicles.

The method provides that the control of the charging and/or discharging of the accumulators depends on a total power requirement that would be necessary for the operation of all rail vehicles without using the accumulators and/or a total power consumption of all rail vehicles in the fleet, which is purchased from the energy supplier , he follows. Controlling charging and/or discharging depending on the total power requirement and/or the total power consumption has the advantage that the total power received by the rail vehicles from the energy supplier can be specifically influenced. This total power consumption is usually decisive for the performance price that the fleet operator pays to the energy supplier. Therefore, the power price can be influenced by controlling the charging and/or discharging of the batteries depending on the total power requirement and/or the total power consumption of all rail vehicles in the fleet.

In the context of the present method, the total power consumption is to be understood in particular as the total power consumption of all rail vehicles in the fleet, which is actually purchased by the rail vehicles, in particular via the energy supply network, from the energy supplier. I.e. In particular, it does not mean the power that is obtained by the rail vehicles from accumulators, their own and/or those of other rail vehicles. The total power requirement, on the other hand, is understood to mean the power required to operate the rail vehicles, regardless of whether this is obtained from the rail vehicles' accumulators or from the energy supplier. An algorithm that is used to carry out the method described above and is used in particular by the control device to identify operating phases with high and/or low total power requirements and/or high and/or low total power consumption can be based on both variables alternatively and/or in addition become.

The procedure can stipulate that the rail vehicles in the fleet each form a technical extraction point with a view to supplying the fleet with electrical energy from the energy supplier. In this context, a technical extraction point is to be understood in particular as meaning that how much electrical power and/or electrical energy the respective rail vehicle draws and/or emits is measured on the respective rail vehicle. In particular, all rail vehicles in the fleet can be combined into a virtual removal point. A virtual extraction point is to be understood as a quantitative summary of a plurality of technical extraction points with regard to the electrical power and/or electrical energy received and/or delivered. This merging can be done in particular for billing and/or pricing purposes.

The method can provide that the charging is controlled in such a way that the batteries are preferably charged in operating phases with a low overall power requirement for all rail vehicles in the fleet.

If the accumulators are preferably charged in operating phases with a low total power requirement and/or a low total power consumption of all rail vehicles in the fleet, the increase in the total power consumption of the rail vehicles from the energy supplier, which is caused by the charging, is less likely to result in charging has a negative impact on the service price. This is particularly true when all rail vehicles in the fleet are combined into a virtual removal point.

In particular, when controlling the charging of the accumulators, operating phases can be selected in which the total power requirement for the operation of all rail vehicles supplied with electrical energy by the energy supply network and/or their total power consumption is low. This can in particular mean that the charging of accumulators is postponed by the control to later operating phases, in particular if it is expected that the charging will be postponed by the postponement to an operating phase with a lower total power requirement and/or a lower total power consumption and the scheduled operation of the affected rail vehicle is not affected by the displacement.

The method can further provide that the discharging is controlled in such a way that the accumulators are preferably discharged in operating phases with a high total power requirement and/or a high total power consumption of all rail vehicles in the fleet. In operating phases with a high total power requirement and/or a high total power consumption of the rail vehicles, part of this total power requirement can be covered by discharging the accumulators of individual rail vehicles. The total power consumed by the rail vehicles from the energy supplier is reduced, which can also have a positive effect on the power price. This is particularly true when all rail vehicles in the fleet are combined into a virtual removal point.

Reducing the total power consumption of all rail vehicles in the fleet through the targeted discharging of the batteries leads to a reduction in the performance price, especially if this can prevent the total power consumption during a specific operating phase from being so high that this has a direct impact on the performance price. This is possible, for example, if the respective operating phase is prevented from being an operating phase in which the average total power consumption of all rail vehicles via the energy supply network would be so high without the batteries being discharged that the average total power consumption would be within a range relevant for billing time period would represent a maximum value. If the collective agreement is designed accordingly, such a maximum value can lead to a higher performance price and thus to a significant increase in overall operating costs.

In particular, the method can also provide that accumulators are discharged into the energy supply network in operating phases with high total power requirements and/or high total power consumption of all rail vehicles. In this way, by discharging the accumulators, not only the operation of the respective rail vehicle which has these accumulators can be supported and/or enabled by discharging the accumulators, but also the operation of other rail vehicles supplied with electrical energy via the energy supply network.

In this context, the discharging is controlled in particular in such a way that a targeted discharging of the accumulators in order to reduce the total power consumption of all rail vehicles in the fleet always takes place when it is to be expected that the accumulators will with sufficient probability be in later operating phases with a lower total power requirement and/or a low total power consumption can be recharged without affecting the scheduled operation of the rail vehicles.

The operating phases can in particular be constant time periods. For example, it can be periods of time lasting 15 minutes. In particular, these are time periods that are considered as part of recording the total power consumption of the rail vehicles via the energy supply network. The recording can in particular be a recording for billing purposes, in particular to determine a service price.

The total power requirement and/or the total power consumption can in particular be an average total power requirement and/or an average total power consumption in a specific period of time. The time period can in particular be an operating phase. The method can provide that the batteries are discharged preferably in operating phases with a total power requirement of more than 80%, in particular more than 90% of a reference total power requirement and/or a reference total power consumption. The reference total power requirement and/or the reference total power consumption can in particular be the highest total power requirement to date and/or the highest total power consumption to date in a past operating phase. The past operating phase can in particular be an operating phase within a specific observation period, for example the current calendar year. Such control of the discharging of the accumulators would have the advantage that it would be possible to avoid, for example, that a maximum total power consumption that has already occurred in one operating phase is exceeded in a later operating phase.

Alternatively and/or additionally, the procedure can provide that if it is exceeded charging of the accumulators is prevented by a limit value for the total power requirement and/or the total power consumption. The method can in particular provide that the charging of the accumulators is prevented in operating phases with a total power requirement of more than 80%, in particular more than 90% of a reference total power requirement and/or a reference total power consumption.

The method can provide that the power requirement and/or the power consumption of the individual rail vehicles is measured and performance data relating to the power requirement and/or the power consumption of the individual rail vehicles are transmitted to the higher-level controller. The performance data can be evaluated by the higher-level controller in particular in order to identify operating phases with high and/or low total power requirements and/or with high and/or low total power consumption. The performance data can in particular be saved by the higher-level controller. Such stored performance data can be used to calculate an expected power requirement and/or an expected power consumption of the respective rail vehicle in future operating phases. The performance data can be transmitted in particular via wireless data connections.

The method can further provide for control signals to be sent from the higher-level controller to the individual rail vehicles for controlling the charging and/or discharging of the accumulators. The control signals can in particular be data signals. The control signals can also be transmitted wirelessly, in particular via the same wireless data connections as the performance data. The control signals can in particular be control signals for setting a charging current and/or a discharging current. The direct adjustment of the charging current and/or the discharging current using control signals that are transmitted from the higher-level controller to the rail vehicles has the advantage that the method can be implemented by transmitting comparatively simple control commands to the individual vehicles.

The method can provide that an expected total power requirement and/or an expected total power consumption of all rail vehicles in the fleet is calculated in advance for future operating phases. The control of the charging and/or discharging of the accumulators can be carried out in particular depending on the result of the preliminary calculation. In other words, the total power consumption and/or the total power requirement, depending on which the control of charging and/or discharging takes place, can be a pre-calculated expected total power consumption and/or a pre-calculated expected total power requirement.

Such a pre-calculation of the total power requirement of all rail vehicles for future operating phases particularly simplifies the identification of operating phases with low and/or high total power requirements and/or with low and/or high total power consumption. In particular, before performance data about the respective operating phase is available, the controller can decide whether an operating phase is likely to be an operating phase with high or lower power requirements and/or with high or low power consumption. In other words, the result of the precalculation can be used to identify future operating phases with high total power requirements and/or with high total power consumption and/or future operating phases with low total power requirements and/or with low total power consumption.

• - die geplante und/oder tatsächliche Verwendung des jeweiligen Schienenfahrzeugs im Hinblick auf die Routenplanung,
• - die zu erwartende Umgebungstemperatur im Bereich des Schienenfahrzeugs,
• - die zu erwartende Auslastung des Schienenfahrzeugs im Hinblick auf die Fahrgastanzahl,
• - die nominale und/oder tatsächliche Kapazität der Akkumulatoren des jeweiligen Schienenfahrzeugs,
• - der zu erwartenden Ladezustand der Akkumulatoren des jeweiligen Schienenfahrzeugs.

When controlling the charging and/or discharging, in particular the advance calculation of the expected total power requirement and/or the expected total power consumption, at least one of the following influencing factors on the power requirement and/or the total power consumption of individual rail vehicles can be taken into account:

• - the planned and/or actual use of the respective rail vehicle with regard to route planning,
• - the expected ambient temperature in the area of the rail vehicle,
• - the expected utilization of the rail vehicle in terms of the number of passengers,
• - the nominal and/or actual capacity of the batteries of the respective rail vehicle,
• - the expected charge level of the batteries of the respective rail vehicle.

When taking into account the planned use of the respective rail vehicle with regard to route planning, it can be taken into account in particular which route is to be covered by the respective rail vehicle as part of scheduled operation and in particular with which operating parameters, in particular which speeds and/or accelerations the corresponding route should be traveled. Furthermore, it can be taken into account to what extent the route to be covered in scheduled operation is electrified. When taking into account the actual use of the respective rail vehicle with regard to route planning, the extent to which the current operation deviates from the planned operation, for example due to current delays, can also be taken into account. On the one hand, these measures allow the expected total power requirement and/or the expected total power consumption to be calculated more precisely, and on the other hand, it is possible to calculate which energy reserves the accumulators still need to have at certain operating phases and/or times of operation in order to continue to operate as planned with sufficient security.

Furthermore, when controlling the charging and/or discharging, in particular when pre-calculating the expected total power requirement and/or the expected total power consumption, the expected ambient temperature in the area of the rail vehicle can be taken into account. This has the particular advantage that temperature influences on the performance of the accumulators and/or an additional power requirement and/or an additional power consumption of the respective rail vehicle for the operation of heating and/or cooling devices, for example for air conditioning of the rail vehicle, can be taken into account.

Furthermore, the expected utilization of the rail vehicle with regard to the number of passengers can be taken into account when controlling loading and/or unloading, in particular in the advance calculation. For this purpose, the method can in particular provide that the higher-level control uses stored empirical values and/or booking information. Knowing the expected utilization enables, in particular, a better pre-calculation of the power requirement and/or the power consumption of the respective rail vehicle, in particular due to the utilization-related fluctuations in the total mass of the rail vehicle to be moved.

The method can also provide that the nominal and/or actual capacity of the batteries of the respective rail vehicle is taken into account in the advance calculation. Taking into account the capacity of the accumulators makes it possible, in particular, to control the charging and/or discharging in such a way that the scheduled operation of the rail vehicles can be ensured with sufficient security. In this context, the nominal capacity means the capacity according to the specification of the respective accumulator. The actual capacity is to be understood as the capacity that the respective accumulator actually has at the time under consideration, in particular taking into account any loss of capacity due to aging. The method can provide that the actual capacity is measured and/or calculated, in particular with the age of the accumulators being taken into account in the calculation.

The method can also provide that the state of charge of the batteries of the respective rail vehicle is taken into account in the advance calculation. Taking into account the state of charge of the accumulators makes it possible, in particular, to control the charging and/or discharging in such a way that the scheduled operation of the rail vehicles can be ensured with sufficient security.

The method can in particular provide that stored performance data relating to the previous operation of the rail vehicles is used when controlling the loading and/or unloading. This applies in particular to the use of the performance data in the advance calculation of the expected total power requirement and/or the expected total power consumption. This enables a self-learning effect.

The method can in particular provide for the stored performance data to be evaluated by the higher-level controller in conjunction with other influencing factors on the power requirement and/or the power consumption of individual rail vehicles, in particular the above-mentioned influencing factors on the power requirement and/or the power consumption of individual rail vehicles. In this way, for example, the power requirement and/or the power consumption when traveling certain routes with a certain number of passengers can be calculated in advance, taking into account stored performance data.

In this context, it can be advantageous if, in connection with the present method, additional operating data, for example the use of the respective rail vehicle with regard to the route, the ambient temperature in the area of the rail vehicle, the utilization of the rail vehicle, the capacity of the accumulators of the respective Rail vehicle and / or the state of charge of the batteries of the respective rail vehicle.

Furthermore, the method can provide that the control of the charging and/or discharging of the accumulators takes place depending on a price for electrical energy and/or an expected price for electrical energy. This is particularly useful if the labor price for the electrical energy obtained via the energy supply network and/or electrical energy fed back to the supplier via the energy supply network is subject to fluctuations over time.

It is particularly advantageous if the charging and/or discharging is controlled in such a way that the charging of the accumulators is preferably carried out at times when the price of electrical energy is low and/or the discharging of the accumulators is preferably carried out at times when the price of electrical energy is high. In this context, the price can be both an actual price, which is transmitted to the controller, preferably in real time, and/or an expected price, which is determined, in particular by the controller, for example based on empirical data and, in particular, calculated in advance, act. Such a variant of the method makes it possible not only to bring about a reduction in the service price, but also to achieve additional savings in the costs billed at the work price.

Alternatively and/or additionally, the method can provide that the charging is controlled taking into account the influence of the charging power on the service life of the accumulators. In particular, the method can provide that the charging is controlled in such a way that a low charging power is aimed at in order to increase the service life of the accumulators. A lower charging power has a positive effect on the lifespan of the batteries. In connection with the method described above, the control of the charging can therefore aim for a lower charging power. This can be done, for example, by means of an algorithm that takes into account the known relationships between charging power and the service life of the accumulators when controlling the charging of the accumulators.

• 1 eine schematische Darstellung des Betriebs einer Mehrzahl Schienenfahrzeuge an einem gemeinsamen Energieversorgungsnetz in einer Betriebsphase mit hohem Gesamtleistungsbedarf nach dem Stand der Technik,
• 2 eine entsprechende schematische Darstellung in einer Betriebsphase mit einem niedrigen Gesamtleistungsbedarf nach dem Stand der Technik,
• 3 eine entsprechende schematische Darstellung in einer Betriebsphase mit hohem Gesamtleistungsbedarf unter Durchführung eines beispielhaften Verfahrens zur Steuerung des Ladens und/oder Entladens,
• 4 eine entsprechende schematische Darstellung in einer Betriebsphase mit einem niedrigen Gesamtleistungsbedarf unter Durchführung eines beispielhaften Verfahrens zur Steuerung des Ladens und/oder Entladens,

Further practical embodiments and advantages of the invention are described below in connection with the drawings. Show it:

• 1 a schematic representation of the operation of a plurality of rail vehicles on a common energy supply network in an operating phase with a high overall power requirement according to the state of the art,
• 2 a corresponding schematic representation in an operating phase with a low total power requirement according to the state of the art,
• 3 a corresponding schematic representation in an operating phase with a high overall power requirement while carrying out an exemplary method for controlling charging and/or discharging,
• 4 a corresponding schematic representation in an operating phase with a low overall power requirement while carrying out an exemplary method for controlling charging and/or discharging,

In the 1 until 4 Examples of scenarios are shown that illustrate how the method for controlling the charging and/or discharging of accumulators of a fleet of rail vehicles 10, 12 and 14 can be used to reduce the energy costs incurred by the operator due to the power price. In the example shown, the rail vehicles 10, 12 and 14) of the fleet each form a technical extraction point with regard to the supply of electrical energy to the fleet by the energy supplier 26 and all rail vehicles 10, 12 and 14 of the fleet are combined to form a virtual extraction point .

In the 1 until 4 Two different operating phases are shown as examples. They show 1 and 2 exemplary operating phases according to the state of the art, while the 3 and 4 show the corresponding operating phase while carrying out the method for controlling the charging and/or discharging of accumulators of rail vehicles.

In the 1 An operating phase is shown in which the exemplary rail vehicles 10, 12 and 14 each cover the power requirements necessary for their operation by being supplied with electrical energy by the energy supplier 26 via the energy supply network 16. The power consumption 18, 20 and 22 of the rail vehicles 12, 14 and 16 add up accordingly to a total power consumption 24 of all rail vehicles 10, 12 and 14 in the fleet. The total power consumption 24 is obtained from the energy supplier 26.

In the schematic representations, the quantities of the different power consumptions 18, 20, 22 and 24 are indicated by the widths of the corresponding arrows. This in 1 The scenario shown results in a high total power consumption 24, which is based on the high total power requirement of the energy supply Provider 26 is based on rail vehicles 10, 12 and 14 supplied with electrical energy via the energy supply network, which is covered in all rail vehicles 10, 12 and 14 by electrical power obtained from the energy supplier 26 via the energy supply network 16.

In 2 The corresponding scenario is shown in an exemplary later operational phase. This differs in that the exemplary rail vehicles 12 and 14 are not supplied with electrical energy by the energy supplier 26 via the energy supply network. This may be due, for example, to the fact that the rail vehicles in the 2 The operating phase shown cover their energy requirements from their accumulators, for example because they are operated on non-electrified routes in the corresponding operating phase. This means that the total power consumption 24 is significantly lower in this operating phase, since only the exemplary power consumption 18 contributes to the total power consumption 24, which is obtained from the energy supplier 26 via the energy supply network 16.

In the 3 and 4 The effect of a method for controlling the charging and/or discharging of accumulators of a fleet of rail vehicles on the total power consumption 24 obtained from the energy supplier 26 is now shown schematically. The charging and/or discharging of the accumulators of the individual rail vehicles 10, 12 and 14 of the fleet is controlled by the common higher-level controller 28. For this purpose, the controller 28 can be connected to the individual rail vehicles 10, 12 and 16 via wireless data connections 30.

The exemplary controller controls the charging in such a way that the accumulators are preferably charged in operating phases with a low total power requirement and/or a low total power consumption 24 of all rail vehicles supplied with electrical energy by the energy supply network. Examples of such a phase are those in 2 and 4 operating phase shown. Furthermore, as part of the exemplary method, the discharging is controlled in such a way that the accumulators are preferably discharged in operating phases with a high total power requirement and/or a high total power consumption 24 of all rail vehicles 10, 12 and 14 in the fleet. Such a scenario is in the 1 and 3 shown.

To determine the operating phases, the control device 28 can take into account different influencing factors on the expected energy requirement and/or the expected total power consumption 24 in future operating phases. This may in particular include whether the rail vehicles 10, 12 and 14 are on electrified or non-electrified routes during the corresponding operating phase. This knowledge leads to the total power requirement and/or the total power consumption 24 rail vehicles 10. 12, and 14 of the fleet in the first operational phase, which is in the 1 and 3 is shown, is higher because there - at least potentially - all rail vehicles 10, 12 and 14 are supplied with electrical energy by the energy supply network 16, while in the operating phase in 4 only the rail vehicle 10 is supplied with electrical energy by the energy supply network and thus contributes to the total power consumption of all rail vehicles 10 supplied with electrical energy by the energy supply network 16.

In the example shown, the controller 28 can use the result of the pre-calculation to identify future operating phases with high or low total power requirements and/or high or low total power consumption 24 and, based on the result, control the charging and discharging of the accumulators, as shown by way of example.

In the operating phase with high total power requirements, which in 1 and 3 is shown, the batteries of the rail vehicle 10 can be discharged, for example as in 3 shown are controlled in such a way that the accumulators cover the rail vehicle 10's own need for electrical energy and advantageously also deliver a power output 32 to the energy supply network 16. This can additionally contribute to covering the power requirements of the rail vehicles 12 and 14 and thus reduce the total power consumption 24 in the in 3 additionally reduce the operating phase shown as an example.

While according to the prior art, all accumulators are kept at the highest possible charge level as long as the respective rail vehicle 10, 12 or 14 is supplied with electrical energy by the energy supply network 16, the controller 28 controls the discharging of the accumulator of the rail vehicle 10 so that this despite the presence of a supply of the rail vehicle 10 with electrical energy via the energy supply network 16 is discharged.

In the example shown, the choice of control falls on the rail vehicle 10, since the control of loading and/or unloading takes particular account of the planned use of the respective one Rail vehicle 10, 12 and 14 is taken into account. As a result, the controller 28 is aware, for example, that in a later operating phase, which is in the 3 and 4 is shown, there is the possibility of charging the batteries of the rail vehicle 10 while the rail vehicles 12 and 14 rely on the batteries on non-electrified routes. Their charge level is therefore displayed in the 3 shown operating phase.

In the in 4 The operating phase shown increases in the example shown compared to that in 2 Although the corresponding operating phase shown according to the prior art shows the total power consumption 24 due to the increased power consumption 18 of the rail vehicle 10, the total power consumption 24 advantageously remains at a level that is not critical for the performance price. Considered over both exemplary operating phases, the maximum value of the total power consumption 24 in the example shown is in the case of 3 and 4 advantageously lower than in the case of 1 and 2 , which leads to a lower performance price and thus overall lower energy costs for operating the rail vehicles 10, 12 and 14.

The features of the invention disclosed in the present description, in the drawings and in the claims can be essential for the implementation of the invention in its various embodiments, both individually and in any combination. The invention is not limited to the embodiments described. It can be varied within the scope of the requirements and taking into account the knowledge of the responsible specialist.

Reference symbol list

10

Rail vehicle

12

Rail vehicle

14

Rail vehicle

16

Energy supply network

18

Power consumption

20

Power consumption

22

Power consumption

24

Total power consumption

26

Energy supplier

28

steering

30

Data Connection

32

Power output

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents listed by the applicant was 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 102011121162 A1 [0004]

Claims (14)

Method for controlling the charging and/or discharging of accumulators in a fleet of rail vehicles (10, 12, 14), wherein the fleet has a plurality of rail vehicles (10, 12, 14) which are supplied with electrical energy, the electrical energy being obtained from an energy supplier, wherein at least some of the rail vehicles in the fleet (10, 12, 14) have accumulators which enable the respective rail vehicle (10, 12, 14) to be operated independently of the contact line over a certain period of time, wherein the charging and/or discharging of the accumulators of the individual rail vehicles (10, 12, 14) is controlled by a common higher-level controller (28), and wherein the control of the charging and/or discharging of the accumulators depends on a total power requirement that would be necessary for the operation of all rail vehicles without using the accumulators and/or a total power consumption (24) of all rail vehicles (10, 12, 14) in the fleet , which is purchased from the energy supplier. Procedure according to Claim 1 , characterized in that the rail vehicles (10, 12, 14) of the fleet each form a technical extraction point with regard to the supply of the fleet with electrical energy by the energy supplier and all rail vehicles (10, 12, 14) of the fleet become a virtual one collection point are summarized. Procedure according to Claim 1 or 2 , characterized in that the charging is controlled in such a way that the batteries are preferably charged in operating phases with a low total power requirement and/or a low total power consumption (24) of all rail vehicles (10, 12, 14) in the fleet. Method according to one of the preceding claims, characterized in that the discharging is controlled in such a way that the discharging of the accumulators is preferably carried out in operating phases with a high total power requirement and/or with a high total power consumption (24) of all rail vehicles (10, 12, 14) in the fleet he follows. Method according to one of the preceding claims, characterized in that the operating phases are constant time periods and the total power requirement and/or the total power consumption (24) is the average total power requirement and/or the average total power consumption (24) in the respective time period . Method according to one of the preceding claims, characterized in that the discharging is controlled in such a way that the discharging of the accumulators is preferably carried out in operating phases with a total power requirement and/or with a total power consumption (24) of more than 80%, in particular of more than 90%, a reference total power requirement and/or a reference total power consumption (24). Method according to one of the preceding claims, characterized in that the power requirement and/or the power consumption (18, 20, 22) of the individual rail vehicles (10, 12, 14) is measured and performance data relating to the power requirement and/or the power consumption (18, 20 , 22) of the individual rail vehicles (10, 12, 14) are transmitted to the higher-level controller (28) and evaluated and in particular stored by the higher-level controller (28). Method according to one of the preceding claims, characterized in that control signals for controlling the charging and/or discharging of the accumulators, in particular for setting a charging or discharging current, are sent from the higher-level controller (28) to the individual rail vehicles (10, 12, 14 ) are sent. Method according to one of the preceding claims, characterized in that an expected total power requirement and/or an expected total power consumption (24) of all rail vehicles (10, 12, 14) in the fleet is calculated in advance for future operating phases and the control of loading and/or unloading of the accumulators depends on the result of the preliminary calculation. Procedure according to Claim 9 , characterized in that the result of the precalculation is used by the higher-level controller (28) to identify future operating phases with high total power requirements and/or high total power consumption (24) and/or future operating phases with low total power requirements and/or low total power consumption (24). Method according to one of the preceding claims, characterized in that when controlling the charging and/or discharging, in particular when pre-calculating the expected total power requirement and/or the expected total power consumption (24), at least one of the following influencing factors on the power requirement and/or or the power consumption (18, 20, 22) of individual rail vehicles (10, 12, 14) is taken into account: - the planned and/or actual use of the respective rail vehicle (10, 12, 14) with regard to route planning, - the expected ambient temperature in the area of the rail vehicle (10, 12, 14), - the expected utilization of the rail vehicle (10, 12, 14) with regard to the number of passengers, - the nominal and/or actual capacity of the batteries of the respective rail vehicle (10, 12, 14), - the expected state of charge of the batteries of the respective rail vehicle (10, 12, 14). Method according to one of the preceding claims, characterized in that when controlling the charging and/or discharging, in particular when pre-calculating the expected total power requirement and/or the expected total power consumption (24), stored performance data which shows the previous operation of the rail vehicles ( 10, 12, 14) can be used. Method according to one of the preceding claims, characterized in that the control of the charging takes place taking into account the influence of the charging power on the service life of the accumulators, in particular wherein the charging is controlled in such a way that a low charging power is aimed at increasing the service life of the accumulators. Method according to one of the preceding claims, characterized in that the control of the charging and/or discharging of the accumulators takes place as a function of a price for electrical energy and/or an expected price for electrical energy, in particular wherein the charging and/or discharging is carried out in such a way is controlled so that the charging of the accumulators is preferably carried out at times when the price of electrical energy is low and / or that the discharging of the accumulators is preferably carried out at times when the price of electrical energy is high.

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