EP2805866B1 - Verfahren zum Betreiben einer Klimatisierungsgeräteeinheit eines Schienenfahrzeugs - Google Patents

Verfahren zum Betreiben einer Klimatisierungsgeräteeinheit eines Schienenfahrzeugs Download PDF

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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
Authority
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.)
Not-in-force
Application number
EP14169390.3A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP2805866A2 (de
EP2805866A3 (de
Inventor
Roland Porsch
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Original Assignee
Siemens AG
Siemens Corp
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Siemens AG, Siemens Corp filed Critical Siemens AG
Priority to PL14169390T priority Critical patent/PL2805866T3/pl
Publication of EP2805866A2 publication Critical patent/EP2805866A2/de
Publication of EP2805866A3 publication Critical patent/EP2805866A3/de
Application granted granted Critical
Publication of EP2805866B1 publication Critical patent/EP2805866B1/de
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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)
EP14169390.3A 2013-05-24 2014-05-22 Verfahren zum Betreiben einer Klimatisierungsgeräteeinheit eines Schienenfahrzeugs Not-in-force EP2805866B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL14169390T PL2805866T3 (pl) 2013-05-24 2014-05-22 Sposób działania jednostki urządzenia klimatyzacyjnego pojazdu szynowego

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE201310209659 DE102013209659A1 (de) 2013-05-24 2013-05-24 Verfahren zum Betreiben einer Geräteeinheit eines Schienenfahrzeugs

Publications (3)

Publication Number Publication Date
EP2805866A2 EP2805866A2 (de) 2014-11-26
EP2805866A3 EP2805866A3 (de) 2015-06-03
EP2805866B1 true EP2805866B1 (de) 2017-08-16

Family

ID=50771128

Family Applications (1)

Application Number Title Priority Date Filing Date
EP14169390.3A Not-in-force EP2805866B1 (de) 2013-05-24 2014-05-22 Verfahren zum Betreiben einer Klimatisierungsgeräteeinheit eines Schienenfahrzeugs

Country Status (6)

Country Link
EP (1) EP2805866B1 (pl)
DE (1) DE102013209659A1 (pl)
DK (1) DK2805866T3 (pl)
ES (1) ES2647880T3 (pl)
PL (1) PL2805866T3 (pl)
PT (1) PT2805866T (pl)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3625106B1 (de) * 2017-08-10 2023-03-15 Siemens Mobility GmbH Sensoriell gesteuertes anpassen von fusionsgewichten an wetterbedingungen in einer odometrieeinheit eines schienenfahrzeugs
CN113147843B (zh) * 2021-05-21 2023-05-19 上海电气泰雷兹交通自动化系统有限公司 基于环境感知与信号系统的列车自动控制方法

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2633243A1 (de) * 1975-07-30 1977-02-10 Friedmann Kg Alex Klimaanlage fuer schienenfahrzeuge

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005051077A1 (de) * 2005-10-25 2007-04-26 Siemens Ag Verfahren zum Erfassen und Berücksichtigen von Seitenwindbelastungen bei einem in Fahrt befindlichen Schienenfahrzeug und dessen entsprechend ausgeführter Endwagen
WO2009088946A1 (en) * 2008-01-03 2009-07-16 Iwapi, Inc. Integrated rail efficiency and safety support system
DE102009023704A1 (de) * 2009-06-03 2010-10-28 Voith Patent Gmbh Verfahren zur Information von Fahrpersonal in einem Schienenfahrzeug

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2633243A1 (de) * 1975-07-30 1977-02-10 Friedmann Kg Alex Klimaanlage fuer schienenfahrzeuge

Also Published As

Publication number Publication date
ES2647880T3 (es) 2017-12-27
DK2805866T3 (da) 2017-11-06
PL2805866T3 (pl) 2018-01-31
DE102013209659A1 (de) 2014-11-27
EP2805866A2 (de) 2014-11-26
EP2805866A3 (de) 2015-06-03
PT2805866T (pt) 2017-10-23

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