EP2953811A2

EP2953811A2 - Device for operating at least one electrical consumer of a rail vehicle

Info

Publication number: EP2953811A2
Application number: EP14721327.6A
Authority: EP
Inventors: Susanne BECKER; Thomas Ziegler
Original assignee: Siemens AG
Current assignee: Siemens Mobility GmbH
Priority date: 2013-04-30
Filing date: 2014-04-29
Publication date: 2015-12-16
Also published as: DE102013207952A1; CN105163975B; RU2015151130A; WO2014177552A3; US20160075350A1; BR112015026536A2; CN105163975A; RU2637837C2; WO2014177552A2

Abstract

The invention relates to a device for operating at least one electrical consumer (18.1) of a rail vehicle (10), which electrical consumer can be operated by electrical power generated by a braking process of the rail vehicle (10), said device having a control unit (56) for controlling operation of the consumer (18.1) according to at least two operating modes, wherein there is a first operating mode for a first operating phase (BP1) of the consumer (18.1) during a braking phase of the rail vehicle (10), there is a second operating mode for a second operating phase (BP2) of the consumer (18.2) during a travel phase of the rail vehicle (10) which precedes the braking phase and the control unit (56) serves to control the consumer (18.1) for the first and second operating mode in such a way that the operating power of the consumer is less in the second operating mode (L2) than in the first operating mode (LI). In order to provide a device of the type in question for operating an electrical consumer of a rail vehicle, wherein a power generated during the braking process can be used more efficiently, according to the invention the device has a unit (60) which is designed to determine at least one triggering parameter (V) of the second operating phase (BP2), depending on at least one feature (B) of the braking phase.

Description

Device for operating at least one electrical load of a rail vehicle

The invention relates to a device for operating at least one electrical load of a rail vehicle, which is operable with an electrical energy generated by a braking operation of the rail vehicle, with a control unit for controlling the operation of the consumer according to at least two operating modes, wherein a first operating mode is provided for a first operating phase of the consumer during a braking phase of the rail vehicle, a second operating mode is provided for a second operating phase of the consumer during a preceding phase of the braking phase of the rail vehicle and the control unit is provided to the consumer for the first and second operating modes be controlled such that its loading ^¬ power in the second operating mode is smaller than in the first operating mode. It is already known in the braking operation of a rail vehicle to convert the kinetic energy into electrical energy ^¬ . Conventionally, this energy, which is generated by the traction motors acting as generators, is ^fed back into a railway supply network and / or converted into thermal energy in braking resistors. This last Mög ^¬ friendliness is particularly applied when the supply network Bahnver ^¬ the entire regenerative braking energy can not absorb. In this case, this is lost by the conversion into thermal energy. In rail vehicles, which are operated on non-electrified routes, the braking energy must be forcibly fed into brake resistors ^¬ .

From DE 44 16 107 AI a rail vehicle is known in which an air conditioning device is preferably operated only during a braking phase. In a traction ^¬ or rolling phase, the air-conditioning system for the vehicle interior is rendered inoperative unless that there is too great a deviation of the interior temperature from a preset desired comfort temperature.

The time period in which the air conditioning unit does not receive power is determined by the duration of a braking process ^¬ foregoing traction and / or rolling phase. If the time span is too long, before the initiation of the

Braking and due to a large deviation of the interior temperature of the desired comfort temperature switching on the air conditioning device done. As a result of this electrical energy, before a

Braking energy is available. At the initiation of the braking operation, the energy requirement of the air conditioning apparatus can therefore energy substantially smaller than the generated during braking, so that a surplus of energy in braking resistors ver ^¬ must be annihilated. In the worst case, by the operation of the air conditioning device during the Traktionsbzw. Roll the desired phase in the vehicle interior comfort ^¬ temperature be reached again before the braking process is initiated, so that no energy requirement for the internal climate ^¬ sierungseinrichtung during this braking process more be is ^¬.

The invention has for its object to provide a generic device for operating an electrical load of a rail vehicle, in which a currency ^¬ rend the braking process generated energy can be used more efficiently. For this purpose, it is proposed that the device has a unit which is provided to set at least one Auslösepa ^¬ parameters of the second operating phase depending on at least one feature of the braking phase. Hereby may be achieved a more efficient with regard to the utilization of an available braking power control of a power reference by the elekt ^¬ step consumer, depending on various driving phases of the rail vehicle. Compared to a conventional solution in which the second operating phase of the consumer is basically automatically triggered by a traction and roll phase of the rail vehicle, so that the duration of the second phase of operation essen¬ ^¬ chen determined by the duration of the corresponding traction and roll phase, can by the proposed Vorrich ^¬ tion, in particular the Setting the tripping parameter, the second phase of operation advantageously be matched to the subsequent brake ^¬ phase for the purpose of efficient power reference in this braking phase.

The device is particularly suitable for operating a consumer designed as an air conditioning device. Herkömm ^¬ SHORT-, an air-conditioning system of a rail formed of one or more air-cond ^¬ approximately equipment vehicle have an operating performance which is up to about 50% of the available on-board power network. In this case, a particularly efficien ^¬ te utilizing an available braking power can be achieved by the proposed device. Furthermore, the device is particularly suitable for loading ^¬ drive a consumer designed as an energy storage loading unit. It is conceivable that this load is in the second operating phase in a second operating mode, which is designed as a mode in which a charging operation is held, or as a discharge mode, and in the first operating phase in a space formed as a charging mode first mode of operation be ^¬ exaggerated , whereby the corresponding energy storage is loaded as possible by means of an available braking energy. Further embodiments of the consumer as a cooling device for cooling a drive component of the rail vehicle or compressed air generating device are also conceivable.

The definition of the tripping parameter by the unit ER- expediently follows an automatic way to achieve a ho ^¬ hen operator comfort. A high flexibility in the use of the proposed function can also be achieved when the unit can be switched on and off by a vehicle operator.

The specification of the at least one triggering parameter of the second operating phase is expediently dependent on at least one feature of a plannable braking phase. Under ei ^¬ ner "predictable" braking phase one taking place when driving a braking distance drive phase of the rail vehicle to be understood, the characteristics of loading on the basis of data can be tuned that in advance - ie before reaching the

Braking distance through the rail vehicle - are known. This data can be derived in particular from static and / or dynamic or updated during the ride characteristics of the route to which the braking section belongs.

A "trigger parameter" the second operating phase a parameter is to be understood, which is determinative of the beginning of the second phase of operation. The triggering parameter can be used in particular to define an event, the second operating phase at the occurrence of this EVENT ^¬ Nisses is triggered. Alternatively, the The tripping parameter is preferably determined by the unit based on at least one characteristic of the braking phase, for example based on an initial braking phase, a duration of the braking phase, a heading position for the beginning of the associated braking distance, a length The energy required for the operation of the electrical load is expediently provided by a supply unit of the rail vehicle into which a brake generated by traction motors senergie is fed. In particular, the supply unit may be formed by an intermediate circuit, which is connected to a power supply unit for the care ^¬ supply of the electrical consumer. In particular, the power supply unit is used for supply a "wiring system" referred to in the specialist language to which the consumer is connected.

Under the "operation performance" of the electrical load in a mode of operation is intended in particular a means in this Be ^¬ operating mode by a measure of the controller a maximum of be ^¬ drawable performance or during the corresponding phase related, constant power or the duration of the respective phase of operation averaged power.

In the former alternative ei ^¬ ne maximum power-to-live is to be understood by the operating Leis ^¬ processing of the electrical load in an operating mode. In this case, the control unit may have a function of an administrative unit Leistungsver- by comprises the electrical load in the second operating mode, a lower operating performance ^¬ than in the first mode of operation.

In the second alternative, the operating power of the electrical load in an operating mode is to be understood as a constant power obtained during the corresponding phase. This is particularly suitable for an electrical consumer, for which power levels are predefined. In this case, the control unit in the second operating mode may cause the operation at a lower Leis ^¬ processing stage than in the first mode of operation.

In the latter alternative, the operating performance is to be understood as a power averaged over the duration of the corresponding operating phase. This corresponds to the

"Duration" of the second operating phase, in particular the time period between the initiation of the second phase of operation and the initiation of the braking phase. Ent ^¬ speaks for the first operating mode, the "duration" of the first operating phase, in particular At the very least a period of time of the braking phase, in which the he ^¬ witnessed braking energy of a substantial part, in particular ^¬ sondere 50% of the demand of the auxiliary power supply de ^¬ CKEN may be at least at least. The operating power of the load in the second Betriebsmo ^¬ dus is preferred significatively lower than in the first operating mode. This is to be understood in particular as meaning that the operating power in the second operating mode amounts to a maximum of 50%, preferably a maximum of 25% and preferably a maximum of 10% of the operating power in the first operating mode. Insbesonde ^¬ re consumer can be controlled such that it does not receive electrical energy in the second operating mode. In this case, the "operation performance" of a power of 0 Watts equivalent. For example, effect the control of the consumer ^¬ Chers at a transition to the second operating mode switching off the consumer or maintaining an existing off state. A

Significant difference between the operating performances in the first and second operating modes can be achieved, in particular, that the operating performance in the first operating mode corresponds to the highest power that can be obtained from the consumer.

The term "provided" should be understood to mean in particular specially designed, permitted and / or programmed. ^<br/><br/> In particular, the unit may be formed by a computing unit which is equipped with at least one software module for carrying out the proposed measure.

In a preferred embodiment of the invention, it is proposed that the trigger parameter of the second operating phase is a specific track position, wherein the device has a position detection device which serves to provide an actual track position of the rail vehicle. This allows a simple and fast determination of the tripping parameter as well as a simple and fast ^{tripping ¬} solve the second ^phase of operation by the unit the track position for the beginning of the second phase of operation on the basis of easily accessible, static and / or dynamic data of the brake phase associated braking section determined and the recorded actual track position of the rail vehicle is compared with this distance position. A "route position" defined the assigned braking distance ^¬ comprehensive range position is to be traveled along a particular one to the rail vehicle, to be understood.

Advantageously, at least one trigger parameter for the first operating phase is a brake signal. This brake signal can advantageously serve a change of the second phase of operation in the first, the braking phase associated operating phase of the consumer to coor ^¬ ren with the beginning of the braking phase. In particular, the determination of a parameter for the end of the second phase of operation by the unit can vermie ^¬ become the. The brake signal may be a signal generated by a controller that is used to initiate a braking operation by a brake device of the rail vehicle, or it may be a signal that is triggered by the beginning of the braking process. Preferably, the unit is provided to take into account a minimum and / or for the second operating phase a ^¬ ma ^¬ ximum for the second phase of operation of time at a Be ^¬ humor of the tripping parameter. The triggering parameter of the second operating phase can be particularly advantageously determined such that the duration of the second operating phase does not exceed a preset maximum duration. Hereby, a detrimental impact of an operation of Ver ^¬ brauchers in the second operating phase to further Einrich ^¬ obligations of the rail vehicle and / or passenger comfort are avoided, which could result from a too long operation of the load with reduced operating power. By establishing a minimum duration can be present in terms of efficient use of braking energy advantageous power consumption of the consumer at the initiation of the braking phase.

In an advantageous development of the invention, it is proposed that the unit is intended to least a trigger parameter of the second operating phase on the basis of data of a driver assistance system to determ ^¬ men. For the determination of the trigger parameter can advantageously be used to access data of an existing system by allowing components and installation space for one of the unit geson ^¬ changed associated data interface can be saved. In particular, existing rail vehicles can be easily retrofitted with the functionalities of the unit. A "driver assistance system" is to be understood in particular as meaning a system which serves to issue a driving recommendation for the driver on the basis of at least one optimization model and at least on the basis of static and / or dynamic route data as input variables for the optimization model generating egg at least contribute nes control signal for at least partially automatic Steue ^¬ tion of the rail vehicle. the driver ^¬ assist system is formed by means of the rail vehicle and / or land-based facilities that are data-technically coupled to devices on board the rail vehicle.

In an embodiment variant, it is proposed that the unit is adapted to determine the at least one trigger Para ^¬ meter the second operating phase on the basis of data of a distance the vehicle influencing system.

For the determination of the trigger parameter can advantageously be used to access data of an existing system by allowing components and installation space for one of the unit separately ^¬ ordered data interface can be saved. The term "haul vehicle influencing system" is meant a system of the slide ^¬ nenfahrzeugs serves to generate a control signal for at least partially automatic control on the basis of data of a trackside signaling system.

The control unit is in particular provided for a re ^¬ yellow drove consumer based on at least one

Threshold value for a control parameter is preselected suggest that the control unit be designed to change the threshold for an increase in operating power when moving to the first operating mode. As a result, the operating power obtained in the first operating mode can be increased in a simple manner.

In this context, it is proposed that the consumer is designed as an air conditioning unit, wherein the control unit is provided to change the designed as comfort temperature threshold. With respect to a heating or cooling operation of the air conditioning unit, the comfort ^¬ temperature can be smaller or set higher than in the first operating mode in the second operating mode. Furthermore, it is conceivable for the load to be designed as a cooling device for cooling at least one drive component, eg, a transformer, a power converter, a drive motor, etc. of the rail vehicle, wherein the control variable is a temperature parameter for a temperature to be controlled of the drive component. It may also be designed as a compressed air generating ^device , wherein the controlled variable may be a pressure characteristic for an air pressure generated by the compressed air ^¬ generating device. In a further conceivable embodiment of the consumer as an energy storage loading unit the control variable can be a Ladezustandskenngrö ^¬ SSE for the charging state of an energy accumulator or a charge ^¬ operation parameter for charging the energy storage load unit. In addition, it is proposed that the control unit in two ^¬ th mode of operation is intended to keep the consumer in a power-free operating status. As a result, a particularly high energy saving can be achieved. In this case, the control unit at the initiation of the second mode of operation can cause a switch off or a maintenance ^¬ th an off state of the consumer. Furthermore, the invention relates to a method for operating at least one electric consumer of a rail ^¬ vehicle, which is operable with a generated by a braking operation of the rail vehicle electrical energy, said consumer th in a first operating phase during a braking phase of the rail vehicle according to one ers ^¬ Operating mode is operated, the consumer is operated in a second phase of operation during a braking phase before ^¬ henden drive phase of the rail vehicle according to a second operating mode and the consumer is ge ^¬ controls that its operating power in the second operating mode is smaller than in the first operating mode.

It is proposed that at least one tripping parameter of the second operating phase is determined as a function of at least one feature of the braking phase. This allows a more efficient with regard to the utilization of an available braking power control of a power reference by the consumer elekt ^¬ step depending on different travel expenses phases of the rail vehicle can be achieved. For further advantageous effects of the proposed method, reference is made to the above comments on the device.

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

FIG. 1: a rail vehicle in a schematic side view,

2 shows an electrical circuit of the rail vehicle from FIG. 1, with a drive unit and consumers connected to a vehicle electrical system, FIG.

FIGS. 3 to 5:

various driving situations in which a braking distance is traveled by the rail vehicle,

Figure 6: a circuit for controlling a consumer in

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

FIG. 1 shows a rail vehicle 10 in the form of a train set in a schematic side view. In the considered embodiment, the rail vehicle 10 receives electrical energy, in particular from a trained as a catenary railway power supply 12. In further embodiments, the

Rail vehicle 10 electrical energy from a ground-fixed busbar or have to operate on non elek ^¬ trified routes via a generator and / or an energy storage.

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

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

Figure 2 shows an electrical circuit of the rail vehicle 10 of Figure 1 in a schematic representation. The drive units 16 described above each have electric motors 20 and a power supply unit 22, which supplies the motors 20 with electrical power. This is in particular ^{ausgebil ¬} det as a drive ^inverter . The power supply unit 22 relates

As is known, an electrical energy from a DC voltage intermediate circuit 24, by an electric alternating current for the motors 20 from the DC voltage provided in the DC voltage ^¬ intermediate circuit 24 according to a power to be provided by this. The DC voltage intermediate Circuit 24 is - in particular in a traction mode of the rail vehicle 10 - from the railway network supply 12 via a current collector 26, a transformer 28 and an input divider 30, which rectifies in particular the electrical voltage of the low-voltage winding of the transformer 28, fed with electrical energy.

In addition, the electrical consumers are 18.1 to 18.5 shown in Figure 1 in the schematic circuit. These electrical loads 18 are via a so-called

Vehicle electrical system 32 supplied with electrical energy, which is also obtained from the DC voltage intermediate circuit 24. This is accomplished via a power supply unit 34 which produces from ^¬ continuously from the means made available by the DC voltage intermediate circuit 24 DC voltage into a single-phase or three-phase AC voltage. In the expert language, the power supply unit 34 is also called

Called "auxiliary converters". In an alternative embodiment, not shown, electrical energy can be obtained from the power supply unit 34 directly from a lower clamping ^¬ voltage winding of the transformer 28th

The representation of the electrical system 32 and the power supply unit 34 in FIG. 2 is greatly simplified. The power supply unit 34 may have several

Auxiliary inverters each providing a voltage (e.g., DC voltage, monophase or three-phase AC voltage, AC voltage of variable frequency) matched to the particular type of load.

In the abovementioned traction mode of the rail vehicle 10, energy flows from the DC voltage intermediate circuit 24 via the power supply unit 22 into the motors 20, which generate a drive torque transmitted to the drive axles 14.

In a braking mode of the rail vehicle 10, a kine ^¬ tical energy of the rail vehicle 10 by means of the motors 20 converted into electrical energy, which thereby have the function of a generator. This energy is fed via the power supply unit 22 into the DC voltage intermediate circuit 24. At least a portion of this energy is used, connected to the electrical system 32 electrical

To operate consumers 18 during a braking operation of the rail vehicle ^¬ zeugs 10. The resulting energy flow is shown schematically in Figure 2 by means of arrows. Alternatively or additionally, some of the energy generated by the motors 20 can be fed back into the mains supply path 12 and / or be guided in not shown in detail braking resistors to be umgewan ^¬ delt there into thermal energy. FIG. 3 shows a route 36 which is traveled by the rail vehicle 10. The route 36 and along this moving rail vehicle 10 are shown in a highly schematic representation. The journey along a certain route can be characterized by section or location-related features, which in advance - ie at least one

Time before reaching the relevant section or place - known. Thus, at least one stopping point, which corresponds to the destination point of the journey, belongs to the route 36 to be ^traversed , or a plurality of stopping points, which are formed by this destination point and intermediate stations. Such a breakpoint 38, which corresponds for example to a railway station, is shown schematically in FIG. This break point 38 is assigned a brake ^¬ path 40 of the track 36, wherein the rail vehicle ^¬ convincing 10 is braked when traveling the braking distance 40 from a certain th speed down to standstill.

Another feature of route 36 known in advance may be the presence of a particular link in which a reduced speed ride is to be performed. This is shown in Figure 4, in which such a section 42 is shown. This Streckenab ^¬ section is a braking section 44 associated with the route 36, wherein the rail vehicle 10 when driving the braking distance 44 is braked from a certain speed to the reduced target speed of the track section 42.

FIG. 5 shows another application in which a hold or a reduced speed is dynamically prescribed by the track 36. This is done by means of a signaling system 46, which indicates a specific driving style ("hold" or "drive slowly") by a dynamic signaling (eg lights). Writing this dynamic pre- a braking path is associated with 48 of the track 36, wherein the rail vehicle 10 is braked when traveling in a braking section 44 of a specific speed to a standstill or to the reduced target speed at the location of Sig ^¬ nalisierungsanlage 46th

In the cases of application shown in FIGS. 3 and 4, the stopping point 38 or the presence of the track section 42 may already be known prior to departure from the track starting point, ie they represent "static" features of the track 36. Accordingly, the track position of the beginning of the braking track 40 and 44 and / or their length prior to departure from the route start point, for example, these may be stored in a route description An additional stopping point 38 or a temporary route section 42, in which a reduced speed is prescribed, may be set during the Travel along the route 36. These features are referred to as "dy ^¬ namic" features of the route 36. The actuation of these changes into account ^¬ while driving can be performed by an information transmission from a land-based control center to the railway vehicle 10, in particular on an established between the control center and a transmitting / receiving unit 50 radio link (see Figure 1). If the route 36 is equipped with a route vehicle influencing system, information about the additional stopping point 38 or the temporary route section 42 can alternatively be transmitted to the rail vehicle 10 via this system. In the case of application of FIG. 5, the route 36 is equipped with such a route vehicle influencing system 52, which is shown schematically by a dashed line. This uses known to one in the Steue ^¬ tion of the rail vehicle 10. For this purpose, this control is connected to a receiving device 54 of the rail vehicle 10, shown in FIG. 1, for interaction with the distance vehicle influencing system 52 of the route 36.

From the static and / or dynamic characteristics of the track 36 described above, a braking phase of the rail vehicle 10 associated with the corresponding braking section 40, 44 or 48 can be planned. The designated as "planable"

Braking phase is based on data that are known at least from a time before reaching the relevant section or place of the route 36. The control of the operation of the electrical load 18 during the travel of the rail vehicle 10 along the Stre ^¬ bridge 36 will now be explained with reference to FIG 6. This control is described in particular using the example of the consumer unit 18.1 designed as an air conditioning unit.

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

A first operating phase takes place during a braking phase of the rail vehicle 10. The beginning of the braking phase, is signaled by a brake signal, which is evidence of a controller 58 of the rail vehicle 10 for introducing a braking operation it ^¬. The brake signal serves as a triggering parameter for the first operating phase of the consumer 18.1, ie the beginning of the first phase of operation is with the Coordinated start of the braking phase. Based on this solvent from ^¬ parameters a triggering a first, associated with the first operating phase is carried out operating mode by the control unit 56 are ^¬ for shifting to the first operating mode when fast forwarding of the braking signal is triggered. This is the

Control unit 56 with the control device 58 in operative connection.

In the embodiment under consideration, the control unit 56 is configured as a unit assigned locally to the load 18.1 and physically separate from the higher-level control unit 58. In another embodiment, it is conceivable that the control unit 56 may be structurally embodied as part of a unit higher than the electrical loads 18, e.g. Part of the control device 58 is formed.

In the applications shown in FIGS. 3 to 5, a braking phase and therefore an operation of the electrical load 18.1 in the first operating mode take place when the braking path 40, 44 or 48 is traveled by the rail vehicle 10.

The control unit 56 is set for a second mode of operation from ^¬ which is provided for a second operating phase of the consumer ^¬ Chers 18.1. This second phase of operation takes place during a preceding phase of the braking phase of the

Rail vehicle 10, which may be a traction or roll phase. As described above, the control of the rail vehicle 10 with respect to the braking phase is based on data known in ^advance , ie at least from a point in time before reaching the relevant section or location. Characteristics of the braking phase, such as in particular at least one track position for the beginning of the relevant braking distance and / or a length of this braking distance, ei ^¬ ne braking power, etc. are known by these data. The distance position for the beginning of the braking phase is designated in FIGS. 3 to 5 as characteristic "B". If the data for the braking phase characteristics, such as are known for the characteristic "B", the braking phase, the this vo ^¬ range rising, second operating phase of the consumer 18.1 are assigned as the preliminary phase. The assignment of the second operating phase to the braking phase is carried out by means of a unit 60. in this mapping 60 is at least determined by the unit, a trigger parameter for the second operating phase on the base ^¬ location of at least one characteristic of the braking phase. the unit 60 is formed in the embodiment considered as a component of the controller 58. Alternatively, it may physically separated from the control device 58. In the embodiment under consideration, the triggering parameter V is determined on the basis of the feature B such that the second operating phase has a certain duration Thus, the duration of the second Operating phase to be adapted to a ^¬ it waiting, produced in the braking phase the braking energy.

The data, which are used by the control unit 58 for the braking phase and therefore for determining the triggering parameter of the second operating phase, are stored in a schematically represented data unit 62, with which the unit 60 is in operative connection. In a particular embodiment, the data unit may be 62 constituent ^¬ part of the controller 58th Depending on the current application, the data of the data unit can be deployed to un ^¬ terschiedliche manner 62nd

The data may be provided 36 in particular on the basis of the above ^¬ be signed static characteristics of the track. This data, for example data of a "route book" Koen ^¬ NEN before driving of the railway vehicle 10 along the Stre- bridge load 36 from a database in the data unit 62 or they may be 62 ge ^¬ permanently stores in the data unit. With respect to dynamic characteristics of the route 36, which are announced while driving along it, the data for the braking phase is received by the shore-based control center via the transceiver unit 50. Alternatively or additionally, data can be used via the receiving device 54, which cooperates with the distance-vehicle influencing system 52. For these data transmissions, the data unit 62 is directly or indirectly in operative connection with the transmitting / receiving unit 50 or with the receiving device 54.

The data unit 62 may also be part of a Fahreras ^¬ sistenzsystems 64 may be (shown in broken lines in the figure) of the rail vehicle 10. As is known, this has the function of generating a driving recommendation for the vehicle driver and / or control signals for the control device 58 on the basis of static and / or dynamic characteristics of the route 36 and an optimization model. In the embodiment shown, in which the data unit 62 is part of the driver assistance system 64 and the unit 60 for assigning the second operating phase of the consumer 18.1 is part of the control device 58, this unit 60 can be an existing, conventional arithmetic unit of the control device 58 which is used for Execution of the described function in connection with the operation of the consumer 18.1 is equipped with a corresponding software module. Here ^¬ by, an existing vehicle, which has a Fahras ^¬ sistenzsystem, simply and advantageously be retrofitted without structural adjustments.

In the considered embodiment of the determined by the unit 60 tripping parameters of the second operating phase of a track position for the beginning of this preliminary phase along the route 36. 10 corresponds to the constructed as a track position Auslösepa ^¬ parameters indicated in the figures 3 to 5 with a "V". The rail vehicle is equipped with a position detection device 66, by which an actual distance position I of the rail vehicle 10 along the route 36 is detected. With the actual track position I at least the reaching of the predetermined trigger parameter V can be detected by the slide ^¬ nenfahrzeug 10th For example, the position detection device 66 may be provided for receiving location signals (in particular GPS signals) generated by means of satellites. However, further alternatives for the position detection device 66 for providing path signals are conceivable.

The electrical load 18.1 is operated during the second operating phase ^¬ Be in a differing ^¬ chen from the first operating mode, the second mode of operation. A circuit in the second operating mode takes place by the presence of the triggering separameters V the second operating phase, ie in the be ^¬ sought embodiment is by reaching the corresponding range position by the rail vehicle 10. For this purpose, the control device 58 with the position detection device 66 in connection. If there is a match between the actual link position and the trigger parameter V, this is detected by the controller 58, which triggers the control unit 56 to initiate the second mode of operation.

In the first and second operating modes, the load 18.1 is operated such that its operating power in the second operating mode is significantly lower than in the first operating mode. For this purpose, several measures are possible. In a Moegli ^¬ chen embodiment, the control unit may comprise a waltungsfunktion Leistungsver- 56 through which reduces the electrical consumer 18.1 allocated maximum power compared to the first operation mode ^¬ for operation in the second operating mode or throttled.

In an embodiment variant, it may be provided that the control unit 56 keeps the electrical load 18.1 in a power-free state during the second operating phase. For example, the consumer 18.1 when switching to the second operating mode by the control unit 56 ausge- be switched or it can be maintained an already existing disabled state.

With the considered embodiment of the consumer 18.1 as an air conditioning unit, the control unit 56 to vorgese ^¬ hen, a control operation of the consumer based on 18.1 to ^¬ least to control a threshold value for a temperature parameter. When transitioning to the first operating mode, the load 18.1 may be operated at a higher power than in the second operating mode by changing the threshold value by the control unit 56. During a heating operation, the threshold value, which corresponds to a comfort temperature in the vehicle ^interior , can be increased during the transition to the first operating mode. In a cooling operation, the threshold value can be lowered (see in particular FIG. 7).

When the brake phase is initiated by the brake signal of the control device 58 -as described above-a change takes place into the first operating mode. Here, a higher output deduction by the consumer 18.1 is targeted. For this purpose, a preset second operating mode Leis ^¬ tung throttling is canceled and the consumer 18.1 allocated maximum power increases. If the consumer 18.1 was switched off in the second operating mode, it is put back into operation when changing over to the first operating mode. Was set for operation in the second operating mode

Threshold set to reduce the power drawn off, this is changed at the transition to the first operating mode so that the withdrawn power increases, preferably maximum. For example, the cooling was turned for releasing ^¬ te consumer operated 18.1 in the second operating mode with an elevated temperature threshold, it will once again ge ^¬ lowers to increase the cooling performance (see Figure 7). Figure 7 shows a summary of the operation of the electrical load 18.1 during the first and second operating phase. Two diagrams are shown. The upper diagram shows the actual temperature T of the vehicle interior. space (shown in dashed lines) and the set Com ^¬ Forttemperaturen shown as a function of time. The lower diagram shows the operating power of the consumer 18.1 as a function of time.

On the time axis are two times t (V) and t (B) Darge ^¬ represents that correspond to the achievement of the distance position or tripping parameter V by the rail vehicle 10 and the beginning of the braking phase. During the period [t (V), t (B)], the consumer 18.1 is operated in its second operating phase BP2. From the time t (B), ie during the Bremspha ^¬ se, the consumer 18.1 is operated in the first phase of operation BPl. The presentation refers to a cooling operation of Ver ^¬ brauchers 18.1. At time t (V), ie the start of the two ^¬ th operating phase BP2, the comfort temperature is changed from the previously applicable threshold SW1 to the higher threshold value SW2 from the control unit 56th This causes the consumer 18.1, which was already off by reaching the comfort temperature SW1, to be maintained in this off state. The operating power in the second operating phase BP2 is accordingly the value L2 = 0. At time t (B) is the beginning of the braking phase and as ^¬ forth the first phase of operation of the consumer BPl 18.1. The comfort temperature is changed by the threshold value SW2 on the cu ^¬ challenging threshold SW1. The internal temperature, which has increased during the second operating phase BP2, is higher than the threshold value SW1, so that the consumer 18.1 is turned on. For the operating power LI in the first operating phase BPl, LI> L2 applies.

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

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

The above description refers to the designed as air-cond ^¬ approximate aggregate consumer 18.1. Quote this Erläute ^¬ implications for other consumers 02.18 to 05.18 shall apply.

Claims

claims

1. A device for operating at least one electrical load (18.1) of a rail vehicle (10) which is operable with an electrical energy generated by a braking operation of the rail vehicle (10), with a control unit (56) for controlling the operation of the consumer (18.1) according to at least two operating modes,

in which

- a first operating mode for a first operating phase (BP1) of the consumer (18.1) during a braking phase of the slide ^¬ nenfahrzeugs (10) is provided,

- A second operating mode for a second operating phase (BP2) of the consumer (18.2) during a preceding phase of the braking phase of the rail vehicle (10) is vorgese ^¬ hen and

the control unit (56) is provided to control the load (18.1) for the first and second operating modes in such a way that its operating power in the second operating mode (L2) is smaller than in the first operating mode (LI),

marked by

a unit (60) which is provided to set at least one triggering parameter (V) of the second operating phase (BP2) as a function of at least one characteristic (B) of the braking phase.

2. Apparatus according to claim 1,

characterized in that

the trigger parameter (V) of the second operating phase (BP2) is a specific track position, wherein a position detection device (66) is provided which serves to provide an actual track position (I) of the rail vehicle (10).

3. Apparatus according to claim 1 or 2,

characterized in that

at least one trigger parameter for the first operating phase (BP1) is a brake signal.

4. Device according to one of the preceding claims, characterized in that

the unit (60) is provided to take into account a minimum duration for the second operating phase (BP2) and / or a maximum duration for the second operating phase (BP2) when determining the triggering parameter (V).

5. Device according to one of the preceding claims, characterized in that

the unit (60) is provided to provide the at least one

Trigger parameter (V) of the second operating phase (BP2) on the basis of data from a driver assistance system (64) to be ^¬ vote.

6. Device according to one of the preceding claims, characterized in that

the unit (60) is arranged to determine the at least one second phase (BP2) tripping parameter (V) based on data from a distance vehicle interference system (52).

7. Device according to one of the preceding claims, characterized in that

the control unit (56) is provided for a regular operation of the consumer (18.1) on the basis of at least one

Threshold (SW1, SW2) for a control characteristic (T) to control and - in a transition to the first operating mode - to change the threshold value (SW1, SW2) for an increase in operating power (LI, L2).

8. Apparatus according to claim 7,

characterized in that

the consumer (18.1) is designed as an air conditioning unit, wherein the control unit (56) is provided to change the designed as a comfort temperature threshold (SW1, SW2).

9. Device according to one of the preceding claims, characterized in that

the controller (56) is to vorgese ^¬ hen in the second operating mode, the consumer (18.1) in a power-free operating condition to maintain.

10. Rail vehicle with at least one electrical Ver ^¬ consumers (18.1 - 18.5) and a device according to one of the preceding claims.

11. A method for operating at least one electrical load (18.1) of a rail vehicle (10) which is operable with an electrical energy generated by a braking operation of the rail vehicle (10),

in which

- the consumer (18.1) in a first operating phase (BP1) is operated during a braking phase of the rail vehicle (10) according ei ^¬ nem first operating mode,

- the consumer (18.1) in a second phase of operation (BP2) during a preceding phase of the braking phase of the

Rail vehicle (10) in accordance with a second operating mode is operated ^¬ and

the consumer (18.1) is controlled in such a way that its operating power in the second operating mode (L2) is smaller than in the first operating mode (LI),

characterized in that

at least one triggering parameter (V) of the second operating phase (BP2) is determined as a function of at least one characteristic (B) of the braking phase.