EP2805866B1 - Method for operating a air-condition device unit of a rail vehicle - Google Patents
Method for operating a air-condition device unit of a rail vehicle Download PDFInfo
- Publication number
- EP2805866B1 EP2805866B1 EP14169390.3A EP14169390A EP2805866B1 EP 2805866 B1 EP2805866 B1 EP 2805866B1 EP 14169390 A EP14169390 A EP 14169390A EP 2805866 B1 EP2805866 B1 EP 2805866B1
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- EP
- European Patent Office
- Prior art keywords
- rail vehicle
- value
- section
- weather parameter
- device unit
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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- 238000000034 method Methods 0.000 title claims description 23
- 230000005540 biological transmission Effects 0.000 claims description 15
- 238000004378 air conditioning Methods 0.000 claims description 8
- 238000001514 detection method Methods 0.000 claims description 7
- 230000001960 triggered effect Effects 0.000 claims description 5
- 238000004891 communication Methods 0.000 description 4
- 238000011217 control strategy Methods 0.000 description 2
- 230000007613 environmental effect Effects 0.000 description 2
- 238000010438 heat treatment Methods 0.000 description 2
- 238000005457 optimization Methods 0.000 description 2
- 230000003466 anti-cipated effect Effects 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 230000003287 optical effect Effects 0.000 description 1
- 238000009420 retrofitting Methods 0.000 description 1
- 230000011664 signaling Effects 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0018—Communication with or on the vehicle or train
- B61L15/0027—Radio-based, e.g. using GSM-R
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/10—Operations, e.g. scheduling or time tables
- B61L27/16—Trackside optimisation of vehicle or train operation
Definitions
- the invention relates to a method for operating an air-conditioning unit of a first rail vehicle during a journey along a railway line.
- Such methods for operating a device on board a rail vehicle during a journey are already known.
- a typical example is the control of an air conditioning unit, which is adapted to environmental conditions, such as the outside temperature.
- environmental conditions such as the outside temperature.
- a threshold value adjustment for a controlled variable as a function of environmental conditions is in DE 26 33 243 shown.
- the invention has for its object to provide an improved method that allows a predictive operation of the device unit.
- the adapted operation of the device unit can advantageously during the journey of the first Rail vehicle continue along the section, so that a particularly large amount of time is available for optimized operation, which can therefore be controlled with increased flexibility and / or with optimization possibilities in terms of energy consumption.
- the method is particularly suitable for a railway line, which has sections due to their length and / or their geographical conditions, the weather conditions may differ significantly from each other. This is the case, for example, with a railway line traversing a mountain massif, with the climatic conditions on both sides of the firme varying considerably from one another.
- the method is also particularly suitable for a railway line having a long tunnel section, in particular a tunnel section of more than 30 km, wherein the weather conditions in the tunnel can deviate significantly from the weather conditions outside this.
- the first rail vehicle and the second rail vehicle can travel along the railway line in the same direction of travel, with the first rail vehicle following the second rail vehicle.
- the first rail vehicle and the second rail vehicle may travel in the opposite direction of travel along the railway line, so that the second rail vehicle is an oncoming rail vehicle as viewed from the first rail vehicle.
- the device unit has at least one device or it may be formed by a single device.
- the device unit may also correspond to an aggregate of multiple devices associated with a same parent function.
- a device is also preferably an electrically driven device.
- a "drive” of a rail vehicle along a section is understood to mean a driving phase of the rail vehicle which begins on reaching the section and ends with leaving the section.
- the value of the weather parameter is transmitted from the second rail vehicle to a ground-based data device and provided by it for transmission to the first rail vehicle, whereby increased flexibility in the use of the characteristic value by an advantageous centralization the same can be achieved.
- the data device can be housed in particular in a control center, which is provided for monitoring the railway line and anyway for communicating with the railway line moving rail vehicles.
- a location information of the first rail vehicle is determined and a transmission process for transmitting the value of the weather parameter from the data device to the first rail vehicle is triggered depending on the location information.
- a distance position arranged in front of the section in the direction of travel of the first railroad can be predefined along the railroad track, at which point the transmission process is triggered such that the control operation of the unit is at least partially preceded by the value of the weather parameter Travel of the first rail vehicle along the section takes place and thus an optimal period of time for operating the device unit before reaching the section is available.
- the triggering of the transmission process is expediently carried out by comparing the location information with the preset route position.
- the location information can be provided by means of a locating device of the first rail vehicle and / or it can be determined by a device of a control center, which the Track of the rail vehicle tracked along the railway line.
- the detection of the location information can be done, for example, when the first rail vehicle passes a controlled by the control center signaling system.
- the transmission process can be triggered by a device of the rail vehicle and / or a device of the control center.
- the method relates to a device unit designed as an air-conditioning unit which serves for cooling or heating a passenger compartment of the first rail vehicle.
- An optimized operation of the device unit before reaching the section is particularly advantageous with respect to a control of a temperature of the passenger compartment inherent inertia.
- the device unit is operated on the basis of a control characteristic for which at least one threshold value is defined, which is adjusted in the control process.
- the first rail vehicle detects a further value of the weather parameter during the journey along the section, which is provided for transmission to a third rail vehicle if the values of the weather parameter differ from one another.
- a third rail vehicle if the values of the weather parameter differ from one another.
- the period of time prior to travel of the first rail vehicle along the portion in which the control operation for controlling the unit unit based on the transmitted value of the weather parameter can be used for an advantageous energy optimization by a braking energy at a braking operation of the first rail vehicle during the period is used to supply the device unit.
- a control strategy for the device unit may be implemented such that a maximum of the operating performance of the device unit is achieved during the braking process. This is particularly advantageous if this maximum operating performance can be covered at least by a substantial part of the braking power generated.
- FIG. 1 shows a railway line 10 in a highly schematic view. This connects two endpoints A and B and is formed as an order of multiple sections 12.1 to 12.7 geographically separated from one another.
- a section 12 may be a leg between two stops or stations or it may correspond to a stop or station area.
- Sections 12.4 and 12.6 each represent a station area and sections 12.1 to 12.3, 12.5 and 12.7 are located between two station areas or between a station area and an end point of the railway line 10.
- Section 12.2 corresponds to a tunnel section that traverses a mountain range that separates two regions from each other.
- the section 12.1 lies in a first region, while the section 12.3 is laid in a second region.
- the railway line 10 is traveled in the considered embodiment of three rail vehicles 14, 16 and 18, which are located in different sections.
- a first rail vehicle 14 travels along the first section 12.1 in a direction of travel F in the direction of the end point B. It follows a second rail vehicle 16 which travels along the section 12.3 in the direction of travel F in the direction of the end point B.
- the rail vehicles 14 and 16 are located on both sides of the section formed as a tunnel section 12.2 and therefore in two regions whose weather conditions can differ significantly from each other.
- the second rail vehicle 16 is equipped with a schematically illustrated detection device 20 which detects at least one value of a weather parameter T for at least one weather condition.
- the weather parameter T is designed as a temperature parameter.
- the value of the weather parameter T is transmitted from the second rail vehicle 16 to a bottom-fixed, central data device 22 of a control center 23, which is assigned to the railway line 10 as shown during the journey of the second rail vehicle 16 along the section 12.3.
- the transmission takes place by means of a transmission unit 24 of the second rail vehicle 16.
- the value of the weather parameter T is assigned to the section 12.3 and the associated pair of Data (T, 12.3) is stored in a database of the data device 22.
- the assignment of the value of the weather parameter T to the section 12.3 can be done in the rail vehicle 16 or in the data device 22.
- the associated pair of data i. the value of the weather parameter T and its associated section 12.3, is provided by the data device 22 and is thus retrievable from the rail vehicles 14 and 18.
- the first rail vehicle 14 is equipped with a locating device 28 which detects at least one locating parameter.
- the locator 28 may be part of a satellite-based location system, such as a GPS system. In this case, a location information can be determined on the basis of signals received by the locating device 28.
- the locating device 28 may alternatively be provided for communication with a trackside communication device, wherein locating information may be determined on the basis of signals of this communication device.
- the detection of a locating characteristic by the locating device 28 may alternatively or additionally by means of an optical detection, such. the capture of a balise done.
- the situation is detected in which the first rail vehicle 14 reaches a distance position X.
- the occurrence of this event triggers a transmission process in which the value of the weather parameter T assigned to the section 12.3 and detected by the second rail vehicle 16 is transmitted to the first rail vehicle 14.
- the first rail vehicle 14 is equipped with a receiving unit 29 for receiving the transmitted value.
- the value of the weather parameter T is for a control operation of a unit designed as an air conditioning unit 30 of the first rail vehicle 14 included. This tax procedure is based on the FIG. 2 described in more detail.
- FIG. 2 shows a diagram in which a trained as interior temperature in the first rail vehicle 14 control variable T i and designed as a comfort temperature threshold T soll for the controlled variable T i are shown as a function of time t.
- the time t Ueb at which the value of the weather parameter T is transmitted to the first rail vehicle 14, and the times t 12.2 , t 12.3 , at which it reaches the section 12.2 or 12.3, are shown separately.
- the threshold T soll is increased by a control device of the first rail vehicle 10, so that a heating operation of the device unit 30 to increase the controlled variable T i is initiated.
- the transmission process is triggered at the time t Ueb such that the control process is initiated on the basis of the value of the weather parameter T before the first rail vehicle 14 reaches the section 12.3 to which the value of the weather characteristic T detected by the second rail vehicle 16 is assigned, ie before the journey of the first rail vehicle 14 along section 12.3.
- the period of time in which the control process takes place before reaching the section 12.3, is denoted by the reference numeral .DELTA.t.
- braking takes place during a time interval .DELTA.t a braking operation of the first railway vehicle 14.
- the heat generated in this time interval .DELTA.t braking braking energy is used with an increased power for driving the display unit 30, as taken from the slope of the control variable T i can be. If the braking operation is known in advance, during a preceding preliminary phase, the power of the device unit 30 can be purposefully reduced, in order then to increase the power decrease during the braking process, so that a substantial part of the braking energy generated is used to supply the device unit 30.
- FIG. 3 shows the railway line 10 at a later time.
- the first rail vehicle 14 now travels along the section 12.3, while the third rail vehicle 18 approaches the section 12.4.
- the first rail vehicle 14 is equipped with a detection device 20 which detects at least one value of the weather parameter T.
- the first rail vehicle 14 detects the value while driving along the section 12.3. If the value is significantly different from the value of the weather parameter T previously acquired by the second rail vehicle 16, this new value is transmitted to the data device 22, in which the pair (T, 12.3) is updated with the new value.
- the first rail vehicle 14 is equipped with a transmission unit 24. This pair is provided for transmission to the third oncoming rail vehicle 18.
- This may retrieve the updated value which may be included in the control of a device unit of the third rail vehicle 18, the operation of that device unit being explained to the device unit 30 as anticipated - ie before the third rail vehicle 18 reaches section 12.3 - to the current weather condition along section 12.3.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Description
Die Erfindung betrifft ein Verfahren zum Betreiben einer Klimatisierungsgeräteeinheit eines ersten Schienenfahrzeugs während einer Fahrt entlang einer Bahnstrecke.The invention relates to a method for operating an air-conditioning unit of a first rail vehicle during a journey along a railway line.
Derartige Verfahren zum Betreiben eines Geräts an Bord eines Schienenfahrzeugs während einer Fahrt sind bereits bekannt. Ein typisches Beispiel stellt die Steuerung eines Klimatisierungsgeräts dar, welche an Umgebungsbedingungen, z.B. die Außentemperatur angepasst ist. Bei dieser sowie bei weiteren Anwendungen im Schienenfahrzeug erfolgt beispielsweise eine Schwellwerteinstellung für eine Regelgröße als Funktion der Umgebungsbedingungen. Ein solches Beispiel ist in
Der Erfindung liegt die Aufgabe zugrunde, ein verbessertes Verfahren bereit zu stellen, welches ein vorausschauendes Betreiben der Geräteeinheit ermöglicht.The invention has for its object to provide an improved method that allows a predictive operation of the device unit.
Hierzu wird vorgeschlagen, dass während einer Fahrt eines zweiten Schienenfahrzeugs entlang zumindest eines Abschnitts der Bahnstrecke zumindest ein Wert einer Witterungskenngröße für eine Witterungsbedingung von einer Erfassungseinrichtung des zweiten Schienenfahrzeugs erfasst wird, der erfasste Wert der Witterungskenngröße an das erste Schienenfahrzeug übertragen wird und zumindest während einer Zeitspanne vor einer Fahrt des ersten Schienenfahrzeugs entlang des Abschnitts ein Steuervorgang zum Steuern der Geräteeinheit anhand des Werts der Witterungskenngröße erfolgt. Hierdurch kann ein an die Witterungsbedingung im Abschnitt angepasstes Betreiben der Geräteeinheit des ersten Schienenfahrzeugs eingeleitet werden, bevor dieses den Abschnitt erreicht. Durch die Erfassung des Werts der Witterungskenngröße durch ein Schienenfahrzeug, welches aktuell entlang des Abschnitts fährt, kann eine effiziente und aktuelle Beobachtung der Witterungskenngröße einfach erreicht werden. Der angepasste Betrieb der Geräteeinheit kann sich vorteilhafterweise während der Fahrt des ersten Schienenfahrzeugs entlang des Abschnitts fortsetzen, sodass eine besonders große Zeitspanne für einen optimierten Betrieb zur Verfügung steht, welcher daher mit einer erhöhten Flexibilität und/oder mit Optimierungsmöglichkeiten hinsichtlich eines Energieverbrauchs gesteuert werden kann. Das Verfahren eignet sich insbesondere für eine Bahnstrecke, die aufgrund ihrer Länge und/oder ihrer geographischen Gegebenheiten Abschnitte aufweist, deren Witterungsbedingungen sich erheblich voneinander unterscheiden können. Dies ist z.B. bei einer ein Bergmassiv durchquerenden Bahnstrecke gegeben, wobei sich die Klimabedingungen beidseitig des Bergmassivs erheblich voneinander unterscheiden können. Das Verfahren ist außerdem insbesondere für eine Bahnstrecke geeignet, die einen langen Tunnelabschnitt, insbesondere einen Tunnelabschnitt von mehr als 30 km aufweist, wobei die Witterungsbedingungen im Tunnel von den Witterungsbedingungen außerhalb dieses erheblich abweichen können. Das erste Schienenfahrzeug und das zweite Schienenfahrzeug können die Bahnstrecke mit der gleichen Fahrtrichtung befahren, wobei das erste Schienenfahrzeug dem zweiten Schienenfahrzeug folgt. Das erste Schienenfahrzeug und das zweite Schienenfahrzeug können mit entgegengesetzter Fahrtrichtung entlang der Bahnstrecke fahren, sodass das zweite Schienenfahrzeug vom ersten Schienenfahrzeug aus betrachtet ein entgegenkommendes Schienenfahrzeug ist.For this purpose, it is proposed that during a journey of a second rail vehicle along at least a section of the railway track at least one value of a weather parameter for a weather condition is detected by a detection device of the second rail vehicle, the detected value of the weather parameter is transmitted to the first rail vehicle and at least during a period of time before a drive of the first rail vehicle along the section, a control process for controlling the unit of equipment takes place on the basis of the value of the weather parameter. As a result, an operation adapted to the weather condition in the section of the device unit of the first rail vehicle can be initiated before it reaches the section. By recording the value of the weather parameter by a rail vehicle currently traveling along the section, an efficient and up-to-date observation of the weather parameter can be easily achieved. The adapted operation of the device unit can advantageously during the journey of the first Rail vehicle continue along the section, so that a particularly large amount of time is available for optimized operation, which can therefore be controlled with increased flexibility and / or with optimization possibilities in terms of energy consumption. The method is particularly suitable for a railway line, which has sections due to their length and / or their geographical conditions, the weather conditions may differ significantly from each other. This is the case, for example, with a railway line traversing a mountain massif, with the climatic conditions on both sides of the massif varying considerably from one another. The method is also particularly suitable for a railway line having a long tunnel section, in particular a tunnel section of more than 30 km, wherein the weather conditions in the tunnel can deviate significantly from the weather conditions outside this. The first rail vehicle and the second rail vehicle can travel along the railway line in the same direction of travel, with the first rail vehicle following the second rail vehicle. The first rail vehicle and the second rail vehicle may travel in the opposite direction of travel along the railway line, so that the second rail vehicle is an oncoming rail vehicle as viewed from the first rail vehicle.
Die Geräteeinheit weist zumindest ein Gerät auf bzw. sie kann von einem einzigen Gerät gebildet sein. Die Geräteeinheit kann außerdem einem Aggregat von mehreren Geräten entsprechen, die einer gleichen, übergeordneten Funktion zugeordnet sind.The device unit has at least one device or it may be formed by a single device. The device unit may also correspond to an aggregate of multiple devices associated with a same parent function.
Ein Gerät ist außerdem vorzugsweise ein elektrisch antreibbares Gerät.A device is also preferably an electrically driven device.
Unter einer "Fahrt" eines Schienenfahrzeugs entlang eines Abschnitts soll eine Fahrphase des Schienenfahrzeugs verstanden werden, die beim Erreichen des Abschnitts anfängt und mit dem Verlassen des Abschnitts endet.A "drive" of a rail vehicle along a section is understood to mean a driving phase of the rail vehicle which begins on reaching the section and ends with leaving the section.
Zur Übertragung des Wertes der Witterungskenngröße kann eine direkte Datenkommunikation zwischen dem ersten und den zweiten Schienenfahrzeug hergestellt werden. Gemäß einer bevorzugten Ausbildung der Erfindung wird jedoch vorgeschlagen, dass der Wert der Witterungskenngröße vom zweiten Schienenfahrzeug an eine bodenfeste Dateneinrichtung übertragen und durch diese zur Übertragung an das erste Schienenfahrzeug zur Verfügung gestellt wird, wodurch eine erhöhte Flexibilität in der Nutzung des Kenngrößenwertes durch eine vorteilhafte Zentralisierung desselben erreicht werden kann. Die Dateneinrichtung kann insbesondere in einer Leitstelle untergebracht sein, die zur Überwachung der Bahnstrecke und ohnehin zur Kommunikation mit die Bahnstrecke befahrenden Schienenfahrzeugen vorgesehen ist.In order to transmit the value of the weather parameter, direct data communication between the first and the second rail vehicle can be established. According to a preferred embodiment of the invention, however, it is proposed that the value of the weather parameter is transmitted from the second rail vehicle to a ground-based data device and provided by it for transmission to the first rail vehicle, whereby increased flexibility in the use of the characteristic value by an advantageous centralization the same can be achieved. The data device can be housed in particular in a control center, which is provided for monitoring the railway line and anyway for communicating with the railway line moving rail vehicles.
Außerdem wird vorgeschlagen, dass eine Ortungsinformation des ersten Schienenfahrzeugs bestimmt wird und ein Übertragungsvorgang zur Übertragung des Werts der Witterungskenngröße von der Dateneinrichtung an das erste Schienenfahrzeug abhängig von der Ortungsinformation ausgelöst wird. Dabei kann entlang der Bahnstrecke eine in Fahrtrichtung des ersten Schienenfahrzeugs vor dem Abschnitt angeordnete Streckenposition vordefiniert sein, an welcher der Übertragungsvorgang ausgelöst werden soll, sodass dieser zu einem Zeitpunkt derart ausgelöst wird, dass der Steuervorgang der Geräteeinheit anhand des Werts der Witterungskenngröße zumindest teilweise vor der Fahrt des ersten Schienenfahrzeugs entlang des Abschnitts erfolgt und somit eine optimale Zeitspanne für ein Betreiben der Geräteeinheit vor Erreichen des Abschnitts zur Verfügung steht. Das Auslösen des Übertragungsvorgangs erfolgt zweckmäßigerweise durch einen Vergleich der Ortungsinformation mit der voreingestellten Streckenposition. Die Ortungsinformation kann mittels einer Ortungseinrichtung des ersten Schienenfahrzeugs bereitgestellt werden und/oder sie kann durch eine Einrichtung einer Leitstelle bestimmt werden, welche die Fahrt des Schienenfahrzeugs entlang der Bahnstrecke verfolgt. Die Erfassung der Ortungsinformation kann dabei beispielsweise erfolgen, wenn das erste Schienenfahrzeug eine von der Leitstelle kontrollierte Signalisierungsanlage passiert. Der Übertragungsvorgang kann von einer Einrichtung des Schienenfahrzeugs und/oder einer Einrichtung der Leitstelle ausgelöst werden. Erfindungsgemäß bezieht sich das Verfahren auf eine als Klimatisierungsgeräteeinheit ausgebildete Geräteeinheit, die zum Kühlen bzw. Heizen eines Fahrgastraums des ersten Schienenfahrzeugs dient. Ein optimiertes Betreiben der Geräteeinheit vor Erreichen des Abschnitts ist dabei hinsichtlich einer der Regelung einer Temperatur des Fahrgastraums inhärenten Trägheit besonders vorteilhaft.It is also proposed that a location information of the first rail vehicle is determined and a transmission process for transmitting the value of the weather parameter from the data device to the first rail vehicle is triggered depending on the location information. In this case, a distance position arranged in front of the section in the direction of travel of the first railroad can be predefined along the railroad track, at which point the transmission process is triggered such that the control operation of the unit is at least partially preceded by the value of the weather parameter Travel of the first rail vehicle along the section takes place and thus an optimal period of time for operating the device unit before reaching the section is available. The triggering of the transmission process is expediently carried out by comparing the location information with the preset route position. The location information can be provided by means of a locating device of the first rail vehicle and / or it can be determined by a device of a control center, which the Track of the rail vehicle tracked along the railway line. The detection of the location information can be done, for example, when the first rail vehicle passes a controlled by the control center signaling system. The transmission process can be triggered by a device of the rail vehicle and / or a device of the control center. According to the invention, the method relates to a device unit designed as an air-conditioning unit which serves for cooling or heating a passenger compartment of the first rail vehicle. An optimized operation of the device unit before reaching the section is particularly advantageous with respect to a control of a temperature of the passenger compartment inherent inertia.
Ferner wird vorgeschlagen, dass die Geräteeinheit auf der Basis einer Regelkenngröße betrieben wird, für die zumindest ein Schwellwert definiert ist, welcher im Steuervorgang verstellt wird. Hierdurch kann zur Implementierung des Verfahrens ein Eingriff in eine Steuerung der Geräteeinheit, welcher über die Verstellung eines Schwellwerts hinausgeht, möglichst vermieden werden. Somit kann eine einfache Nachrüstung eines bestehenden Schienenfahrzeugs zur Ausführung des vorgeschlagenen Verfahrens mit geringem Aufwand erfolgen.It is further proposed that the device unit is operated on the basis of a control characteristic for which at least one threshold value is defined, which is adjusted in the control process. As a result, an intervention in a control of the device unit, which goes beyond the adjustment of a threshold, be avoided as possible for the implementation of the method. Thus, a simple retrofitting of an existing rail vehicle for carrying out the proposed method can be done with little effort.
Gemäß einer vorteilhaften Weiterbildung der Erfindung wird vorgeschlagen, dass das erste Schienenfahrzeug während der Fahrt entlang des Abschnitts einen weiteren Wert der Witterungskenngröße erfasst, welcher zur Übertragung an ein drittes Schienenfahrzeug bereitgestellt wird, wenn die Werte der Witterungskenngröße voneinander abweichen. Hiermit kann eine Aktualisierung der Witterungskenngröße im betrachteten Abschnitt einfach erreicht werden.According to an advantageous development of the invention, it is proposed that the first rail vehicle detects a further value of the weather parameter during the journey along the section, which is provided for transmission to a third rail vehicle if the values of the weather parameter differ from one another. Hereby, an update of the weather parameter in the considered section can be easily achieved.
Die vor der Fahrt des ersten Schienenfahrzeugs entlang des Abschnitts bestehende Zeitspanne, in welcher der Steuervorgang zum Steuern der Geräteeinheit anhand des übertragenen Werts der Witterungskenngröße erfolgt, kann zu einer vorteilhaften Energieoptimierung genutzt werden, indem bei einem während der Zeitspanne erfolgenden Bremsvorgang des ersten Schienenfahrzeugs eine Bremsenergie zur Versorgung der Geräteeinheit genutzt wird. Insbesondere kann eine Steuerstrategie für die Geräteeinheit dahingehend implementiert werden, dass ein Maximum der Betriebsleistung der Geräteeinheit während des Bremsvorgangs erreicht wird. Dies ist besonders vorteilhaft, wenn dieses Maximum der Betriebsleistung zumindest durch einen wesentlichen Teil der erzeugten Bremsleistung abgedeckt werden kann.The period of time prior to travel of the first rail vehicle along the portion in which the control operation for controlling the unit unit based on the transmitted value of the weather parameter can be used for an advantageous energy optimization by a braking energy at a braking operation of the first rail vehicle during the period is used to supply the device unit. In particular, a control strategy for the device unit may be implemented such that a maximum of the operating performance of the device unit is achieved during the braking process. This is particularly advantageous if this maximum operating performance can be covered at least by a substantial part of the braking power generated.
Es wird ein Ausführungsbeispiel der Erfindung anhand der Zeichnungen erläutert. Es zeigen:
- Figur 1:
- eine Bahnstrecke, Schienenfahrzeuge und eine Leitstelle zu einem ersten Zeitpunkt in einer stark schematisierten Ansicht,
- Figur 2:
- eine Innenraumtemperatur in einem Schienenfahrzeug und einen Schwellwert derselben als Funktion der Zeit und
- Figur 3:
- die Bahnstrecke und die Schienenfahrzeuge aus
Figur 1 zu einem zweiten, späteren Zeitpunkt.
- FIG. 1:
- a railway line, rail vehicles and a control center at a first point in a highly schematized view,
- FIG. 2:
- an interior temperature in a rail vehicle and a threshold value thereof as a function of time and
- FIG. 3:
- the railway line and the rail vehicles
FIG. 1 at a second later time.
Die Bahnstrecke 10 wird im betrachteten Ausführungsbeispiel von drei Schienenfahrzeugen 14, 16 und 18 befahren, welche sich in unterschiedlichen Abschnitten befinden. Ein erstes Schienenfahrzeug 14 fährt entlang des ersten Abschnitts 12.1 in einer Fahrtrichtung F in Richtung des Endpunkts B. Es folgt einem zweiten Schienenfahrzeug 16, welches entlang des Abschnitts 12.3 in Fahrtrichtung F in Richtung des Endpunkts B fährt. Ein drittes Schienenfahrzeug 18 fährt nach Verlassen des Endpunkts B entlang des Abschnitts 12.7 in der der Fahrtrichtung F entgegengesetzten Fahrtrichtung F' in Richtung des Endpunkts A.The
Die Schienenfahrzeuge 14 und 16 befinden sich beidseitig des als Tunnelstrecke ausgebildeten Abschnitts 12.2 und demnach in zwei Regionen, deren Witterungsbedingungen voneinander signifikant unterscheiden können.The
Das zweite Schienenfahrzeug 16 ist mit einer schematisch dargestellten Erfassungseinrichtung 20 ausgestattet, welche zumindest einen Wert einer Witterungskenngröße T für wenigstens eine Witterungsbedingung erfasst. In der betrachteten Ausführung ist die Witterungskenngröße T als Temperaturkenngröße ausgebildet. Die Erfassung erfolgt wie dargestellt während der Fahrt des zweiten Schienenfahrzeugs 16 entlang des Abschnitts 12.3 der Bahnstrecke 10. Der Wert der Witterungskenngröße T wird vom zweiten Schienenfahrzeug 16 an eine bodenfeste, zentrale Dateneinrichtung 22 einer Leitstelle 23 übertragen, die der Bahnstrecke 10 zugeordnet ist. Die Übertragung erfolgt mittels einer Sendeeinheit 24 des zweiten Schienenfahrzeugs 16. Der Wert der Witterungskenngröße T wird dem Abschnitt 12.3 zugeordnet und das zugeordnete Paar von Daten (T, 12.3) wird in einer Datenbank der Dateneinrichtung 22 hinterlegt. Die Zuordnung des Werts der Witterungskenngröße T zum Abschnitt 12.3 kann im Schienenfahrzeug 16 oder in der Dateneinrichtung 22 erfolgen.The
Das zugeordnete Paar von Daten, d.h. der Wert der Witterungskenngröße T und dessen zugeordneter Abschnitt 12.3, wird von der Dateneinrichtung 22 zur Verfügung gestellt und ist somit von den Schienenfahrzeugen 14 und 18 abrufbar.The associated pair of data, i. the value of the weather parameter T and its associated section 12.3, is provided by the
Das erste Schienenfahrzeug 14 ist mit einer Ortungseinrichtung 28 ausgestattet, die zumindest eine Ortungskenngröße erfasst. Die Ortungseinrichtung 28 kann Bestandteil eines Satelliten gestützten Ortungssystems, wie ein GPS-System, sein. Dabei kann eine Ortungsinformation auf der Basis von durch die Ortungseinrichtung 28 empfangenen Signalen bestimmt werden. Die Ortungseinrichtung 28 kann alternativ zur Kommunikation mit einer streckenseitigen Kommunikationsvorrichtung vorgesehen sein, wobei eine Ortungsinformation auf der Basis von Signalen dieser Kommunikationsvorrichtung bestimmt werden kann. Die Erfassung einer Ortungskenngröße durch die Ortungseinrichtung 28 kann alternativ oder zusätzlich mittels einer optischen Erfassung, wie z.B. der Erfassung einer Balise, erfolgen.The
Durch Auswertung der bestimmten Ortungsinformation wird die Situation erfasst, in welcher das erste Schienenfahrzeug 14 eine Streckenposition X erreicht. Das Eintreten dieses Ereignisses löst einen Übertragungsvorgang aus, bei welchem der dem Abschnitt 12.3 zugeordnete und vom zweiten Schienenfahrzeug 16 erfasste Wert der Witterungskenngröße T an das erste Schienenfahrzeug 14 übertragen wird. Das erste Schienenfahrzeug 14 ist zum Empfangen des übertragenen Werts mit einer Empfangseinheit 29 ausgestattet.By evaluating the determined location information, the situation is detected in which the
Der Wert der Witterungskenngröße T wird für einen Steuervorgang einer als Klimatisierungsgerät ausgebildeten Geräteinheit 30 des ersten Schienenfahrzeugs 14 einbezogen. Dieser Steuervorgang wird anhand der
Nach Empfang des Werts der Witterungskenngröße T für den Abschnitt 12.3 wird dieser zur Festlegung einer Steuerstrategie der Geräteeinheit 30 ausgewertet. Beispielsweise wird festgestellt, dass die Temperatur in der Region des Abschnitts 12.3 niedriger ist als die Temperatur der Region des Abschnitts 12.1, entlang welches das erste Schienenfahrzeug 14 aktuell fährt. Dieser Erkenntnis folgend wird von einer Steuereinrichtung des ersten Schienenfahrzeugs 10 der Schwellwert Tsoll erhöht, sodass ein Heizbetrieb der Geräteeinheit 30 zur Erhöhung der Regelgröße Ti eingeleitet wird. Der Übertragungsvorgang wird zum Zeitpunkt tUeb derart ausgelöst, dass der Steuervorgang anhand des Wertes der Witterungskenngröße T eingeleitet wird, bevor das erste Schienenfahrzeug 14 den Abschnitt 12.3 erreicht, welchem der vom zweiten Schienenfahrzeug 16 erfasste Wert der Witterungskenngröße T zugeordnet ist, d.h. vor der Fahrt des ersten Schienenfahrzeugs 14 entlang des Abschnitts 12.3. Die Zeitspanne, in welcher der Steuervorgang vor Erreichen des Abschnitts 12.3 erfolgt, ist mit dem Bezugszeichen Δt bezeichnet.After receiving the value of the weather parameter T for the section 12.3 this is evaluated to establish a control strategy of the
Am Ende des Abschnitts 12.2 erfolgt während eines Zeitintervalls ΔtBrems ein Bremsvorgang des ersten Schienenfahrzeugs 14. Die in diesem Zeitintervall ΔtBrems entstehende Bremsenergie wird zum Betreiben der Geräteeinheit 30 mit erhöhter Leistung genutzt, wie der Steigung der Regelgröße Ti entnommen werden kann. Ist der Bremsvorgang im Voraus bekannt, kann während einer diesem vorangehenden Vorphase die Leistung der Geräteeinheit 30 gezielt reduziert werden, um dann die Leistungsabnahme während des Bremsvorgangs zu erhöhen, sodass ein wesentlicher Teil der erzeugten Bremsenergie zur Versorgung der Geräteeinheit 30 genutzt wird.At the end of the section 12.2 braking takes place during a time interval .DELTA.t a braking operation of the
Claims (6)
- Method for operating an air-conditioning device unit (30) of a first rail vehicle (14) during a trip along a railway line (10), in which- during a trip by a second rail vehicle (16) along at least one section (12.3) of the railway line (10) at least one value of a weather parameter (T) for a weather condition is detected by a detection device (20) of the second rail vehicle (16),- the detected value of the weather parameter (T) is transmitted to the first rail vehicle (14) and- at least during a period (Δt) prior to a trip by the first rail vehicle (14) along the section (12.3) a control operation for controlling the air conditioning device unit (30) is carried out based on the value of the weather parameter (T).
- Method according to claim 1,
characterised in that
the value of the weather parameter (T) is transmitted from the second rail vehicle (16) to a data device (22) installed on the ground and is supplied by the latter for transmission to the first rail vehicle (14). - Method according to claim 2,
characterised in that
location information of the first rail vehicle (14) is determined and a transmission operation for transmitting the value of the weather parameter (T) from the data device (22) to the first rail vehicle (14) is triggered as a function of the location information. - Method according to one of the preceding claims,
characterised in that
the air-conditioning device unit (30) is operated on the basis of a control parameter (Ti), for which at least one threshold value (Ttarget) is defined, which is adjusted in the control process. - Method according to one of the preceding claims,
characterised in that
during the trip along the section (12.3) the first rail vehicle (14) detects a further value of the weather parameter (T), which is provided for transmission to a third rail vehicle (18) if the values of the weather parameter (T) differ from one another. - Method according to one of the preceding claims,
characterised in that
braking energy is used to supply the air-conditioning device unit (30) in a braking operation of the first rail vehicle (14) that takes place during the period (Δt).
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PL14169390T PL2805866T3 (en) | 2013-05-24 | 2014-05-22 | Method for operating a air-condition device unit of a rail vehicle |
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DE201310209659 DE102013209659A1 (en) | 2013-05-24 | 2013-05-24 | Method for operating a device unit of a rail vehicle |
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EP2805866A2 EP2805866A2 (en) | 2014-11-26 |
EP2805866A3 EP2805866A3 (en) | 2015-06-03 |
EP2805866B1 true EP2805866B1 (en) | 2017-08-16 |
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EP14169390.3A Not-in-force EP2805866B1 (en) | 2013-05-24 | 2014-05-22 | Method for operating a air-condition device unit of a rail vehicle |
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Country | Link |
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EP (1) | EP2805866B1 (en) |
DE (1) | DE102013209659A1 (en) |
DK (1) | DK2805866T3 (en) |
ES (1) | ES2647880T3 (en) |
PL (1) | PL2805866T3 (en) |
PT (1) | PT2805866T (en) |
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CN111032476B (en) * | 2017-08-10 | 2022-04-08 | 西门子交通有限公司 | Regulation of mileage measurement parameters in a sensor-controlled manner as a function of weather conditions |
CN113147843B (en) * | 2021-05-21 | 2023-05-19 | 上海电气泰雷兹交通自动化系统有限公司 | Automatic train control method based on environment sensing and signal system |
Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE2633243A1 (en) * | 1975-07-30 | 1977-02-10 | Friedmann Kg Alex | Railway passenger coach air conditioning system - uses monitor in selected compartment to control supply of additional heat depending on occupancy |
Family Cites Families (3)
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DE102005051077A1 (en) * | 2005-10-25 | 2007-04-26 | Siemens Ag | Method for detecting and taking into account side wind loads in a traveling rail vehicle and its corresponding executed end car |
WO2009088946A1 (en) * | 2008-01-03 | 2009-07-16 | Iwapi, Inc. | Integrated rail efficiency and safety support system |
DE102009023704A1 (en) * | 2009-06-03 | 2010-10-28 | Voith Patent Gmbh | Information providing method for driving personnel of rail vehicle, involves determining reference by boundary condition for current driving conditions in data processing unit, where reference is represented in representation unit |
-
2013
- 2013-05-24 DE DE201310209659 patent/DE102013209659A1/en not_active Ceased
-
2014
- 2014-05-22 PL PL14169390T patent/PL2805866T3/en unknown
- 2014-05-22 EP EP14169390.3A patent/EP2805866B1/en not_active Not-in-force
- 2014-05-22 ES ES14169390.3T patent/ES2647880T3/en active Active
- 2014-05-22 PT PT141693903T patent/PT2805866T/en unknown
- 2014-05-22 DK DK14169390.3T patent/DK2805866T3/en active
Patent Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE2633243A1 (en) * | 1975-07-30 | 1977-02-10 | Friedmann Kg Alex | Railway passenger coach air conditioning system - uses monitor in selected compartment to control supply of additional heat depending on occupancy |
Also Published As
Publication number | Publication date |
---|---|
EP2805866A2 (en) | 2014-11-26 |
EP2805866A3 (en) | 2015-06-03 |
ES2647880T3 (en) | 2017-12-27 |
DK2805866T3 (en) | 2017-11-06 |
PL2805866T3 (en) | 2018-01-31 |
PT2805866T (en) | 2017-10-23 |
DE102013209659A1 (en) | 2014-11-27 |
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