EP2953811A2 - Dispositif permettant de faire fonctionner un consommateur électrique d'un véhicule ferroviaire - Google Patents

Dispositif permettant de faire fonctionner un consommateur électrique d'un véhicule ferroviaire

Info

Publication number
EP2953811A2
EP2953811A2 EP14721327.6A EP14721327A EP2953811A2 EP 2953811 A2 EP2953811 A2 EP 2953811A2 EP 14721327 A EP14721327 A EP 14721327A EP 2953811 A2 EP2953811 A2 EP 2953811A2
Authority
EP
European Patent Office
Prior art keywords
operating
phase
consumer
rail vehicle
braking
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.)
Ceased
Application number
EP14721327.6A
Other languages
German (de)
English (en)
Inventor
Susanne BECKER
Thomas Ziegler
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 Mobility GmbH
Original Assignee
Siemens AG
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 filed Critical Siemens AG
Publication of EP2953811A2 publication Critical patent/EP2953811A2/fr
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D43/00—Devices for using the energy of the movements of the vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • B60L1/04—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits fed by the power supply line
    • B60L1/10—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits fed by the power supply line with provision for using different supplies
    • B60L1/12—Methods and devices for control or regulation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/40—Adaptation of control equipment on vehicle for remote actuation from a stationary place
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/53—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells in combination with an external power supply, e.g. from overhead contact lines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/02—Dynamic electric resistor braking
    • B60L7/06—Dynamic electric resistor braking for vehicles propelled by ac motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B60L9/16—Electric propulsion with power supply external to the vehicle using ac induction motors
    • B60L9/24—Electric propulsion with power supply external to the vehicle using ac induction motors fed from ac supply lines
    • B60L9/28—Electric propulsion with power supply external to the vehicle using ac induction motors fed from ac supply lines polyphase motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • B61C17/12—Control gear; Arrangements for controlling locomotives from remote points in the train or when operating in multiple units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D27/00—Heating, cooling, ventilating, or air-conditioning
    • B61D27/0072—Means for cooling only
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/20—AC to AC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/30—AC to DC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/34—Cabin temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/36—Temperature of vehicle components or parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/62—Vehicle position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/80—Time limits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/50—Control modes by future state prediction
    • B60L2260/54—Energy consumption estimation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/16—Dynamic electric regenerative braking for vehicles comprising converters between the power source and the motor
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • 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 ⁇ .
  • 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 Bruver ⁇ the entire regenerative braking energy can not absorb. In this case, this is lost by the conversion into thermal energy.
  • the braking energy In rail vehicles, which are operated on non-electrified routes, the braking energy must be forcibly fed into brake resistors ⁇ .
  • a rail vehicle in which an air conditioning device is preferably operated only during a braking 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
  • 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.
  • 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 ⁇ s ists worn 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.
  • the device has a unit which is provided to set at least one Auslettepa ⁇ parameters of the second operating phase depending on at least one feature of the braking phase.
  • the device 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.
  • 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.
  • a particularly efficien ⁇ te utilizing an available braking power can be achieved by the proposed device.
  • the device is particularly suitable for loading ⁇ drive a consumer designed as an energy storage loading unit.
  • 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.
  • a cooling device for cooling a drive component of the rail vehicle or compressed air generating device are also conceivable.
  • 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.
  • a plannable 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.
  • 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 s energie is fed.
  • 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.
  • the power supply unit is used for supply a "wiring system" referred to in the specialist language to which the consumer is connected.
  • control unit may have a function of an administrative unit hover- by comprises the electrical load in the second operating mode, a lower operating performance ⁇ than in the first mode of operation.
  • 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.
  • 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.
  • 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 Radio ⁇ dus is preferred significatively lower than in the first operating mode.
  • 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.
  • 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.
  • the unit may be formed by a computing unit which is equipped with at least one software module for carrying out the proposed measure.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the term "haul vehicle influencing system” is meant a system of the slide ⁇ nenhuss 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.
  • the consumer is designed as an air conditioning unit, wherein the control unit is provided to change the designed as comfort temperature threshold.
  • the comfort ⁇ temperature can be smaller or set higher than in the first operating mode in the second operating mode.
  • the load 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.
  • control variable can be a LadeGramskenngrö ⁇ SSE for the charging state of an energy accumulator or a charge ⁇ operation parameter for charging the energy storage load unit.
  • control unit in two ⁇ th mode of operation is intended to keep the consumer in a power-free operating status.
  • 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.
  • 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.
  • 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.
  • FIG. 1 a rail vehicle in a schematic side view
  • FIG. 2 shows an electrical circuit of the rail vehicle from FIG. 1, with a drive unit and consumers connected to a vehicle electrical system
  • FIGS. 3 to 5 are identical to FIGS. 3 to 5:
  • Figure 6 a circuit for controlling a consumer in
  • FIG. 1 shows a rail vehicle 10 in the form of a train set in a schematic side view.
  • the rail vehicle 10 receives electrical energy, in particular from a trained as a catenary railway power supply 12.
  • the rail vehicle 10 receives electrical energy, in particular from a trained as a catenary railway power supply 12.
  • the rail vehicle 10 receives electrical energy, in particular from a trained as a catenary railway power supply 12.
  • 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.
  • 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 ⁇ rieladeatti, compressed air generating device, cooling devices of the drive units or fans.
  • FIG 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 renewedbil ⁇ det as a drive inverter .
  • the power supply unit 22 relates
  • 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.
  • 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.
  • the power supply unit 34 is also 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.
  • a voltage e.g., DC voltage, monophase or three-phase AC voltage, AC voltage of variable frequency
  • 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
  • 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
  • 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.
  • 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 ⁇ nalmaschinesstrom 46th
  • 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).
  • 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.
  • 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.
  • 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.
  • a braking phase of the rail vehicle 10 associated with the corresponding braking section 40, 44 or 48 can be planned.
  • 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.
  • 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.
  • 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 is configured as a unit assigned locally to the load 18.1 and physically separate from the higher-level control unit 58.
  • 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.
  • 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.
  • 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".
  • 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.
  • the triggering parameter V is determined on the basis of the feature B such that the second operating phase has a certain duration
  • 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.
  • 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 ⁇ ter Kunststofferie 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.
  • the data for the braking phase is received by the shore-based control center via the transceiver unit 50.
  • the receiving device 54 can be used via the receiving device 54, which cooperates with the distance-vehicle influencing system 52.
  • 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 remplias ⁇ 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.
  • 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.
  • 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.
  • the position detection device 66 may be provided for receiving location signals (in particular GPS signals) generated by means of satellites.
  • location signals in particular GPS signals
  • 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.
  • 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.
  • 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.
  • the control unit may comprise a waltungsfunktion cruver- 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.
  • control unit 56 keeps the electrical load 18.1 in a power-free state during the second operating phase.
  • the consumer 18.1 when switching to the second operating mode by the control unit 56 became- be switched or it can be maintained an already existing disabled state.
  • 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.
  • 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.
  • the threshold value which corresponds to a comfort temperature in the vehicle interior , can be increased during the transition to the first operating mode.
  • the threshold value can be lowered (see in particular FIG. 7).
  • 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.
  • 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.
  • 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.
  • 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.
  • LI> L2 applies.
  • 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.
  • the maximum duration may be 5 minutes.
  • 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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un dispositif qui permet de faire fonctionner un consommateur (18.1) électrique d'un véhicule ferroviaire (10) qui peut fonctionner avec l'énergie électrique produite par un processus de freinage du véhicule ferroviaire (10), ce dispositif comprenant une unité de commande (56) pour commander le fonctionnement du consommateur (18.1) selon au moins deux modes de fonctionnement, un premier mode de fonctionnement prévu pour une première phase de fonctionnement (BP1) du consommateur (18.1), pendant une phase de freinage du véhicule ferroviaire (10), et un deuxième mode de fonctionnement prévu pour une deuxième phase de fonctionnement (BP2) du consommateur (18.1), pendant une phase de roulement précédant la phase de freinage du véhicule ferroviaire (10). L'unité de commande (56) est prévue pour commander le consommateur (18.1) dans le premier et le deuxième mode de fonctionnement de sorte que sa puissance de fonctionnement dans le deuxième mode de fonctionnement (L2) soit inférieure à celle du premier mode de fonctionnement (LI). L'invention vise à mettre au point un dispositif qui permet de faire fonctionner un consommateur électrique d'un véhicule ferroviaire et qui utilise l'énergie produite pendant le processus de freinage de manière plus efficace. A cet effet, le dispositif comprend une unité (60) qui est prévue pour déterminer au moins un paramètre de déclenchement (V) de la deuxième phase de fonctionnement (BP2) en fonction d'au moins une caractéristique (B) de la phase de freinage.
EP14721327.6A 2013-04-30 2014-04-29 Dispositif permettant de faire fonctionner un consommateur électrique d'un véhicule ferroviaire Ceased EP2953811A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE201310207952 DE102013207952A1 (de) 2013-04-30 2013-04-30 Vorrichtung zum Betreiben zumindest eines elektrischen Verbrauchers eines Schienenfahrzeugs
PCT/EP2014/058708 WO2014177552A2 (fr) 2013-04-30 2014-04-29 Dispositif permettant de faire fonctionner un consommateur électrique d'un véhicule ferroviaire

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EP2953811A2 true EP2953811A2 (fr) 2015-12-16

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Country Link
US (1) US20160075350A1 (fr)
EP (1) EP2953811A2 (fr)
CN (1) CN105163975B (fr)
BR (1) BR112015026536A2 (fr)
DE (1) DE102013207952A1 (fr)
RU (1) RU2637837C2 (fr)
WO (1) WO2014177552A2 (fr)

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DE102013207952A1 (de) 2014-10-30
US20160075350A1 (en) 2016-03-17
CN105163975B (zh) 2017-02-22
CN105163975A (zh) 2015-12-16
RU2637837C2 (ru) 2017-12-07
WO2014177552A3 (fr) 2015-04-02
BR112015026536A2 (pt) 2017-07-25
WO2014177552A2 (fr) 2014-11-06
RU2015151130A (ru) 2017-06-07

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