EP4308433A1 - Procédé de commande d'une alimentation en énergie - Google Patents

Procédé de commande d'une alimentation en énergie

Info

Publication number
EP4308433A1
EP4308433A1 EP22727854.6A EP22727854A EP4308433A1 EP 4308433 A1 EP4308433 A1 EP 4308433A1 EP 22727854 A EP22727854 A EP 22727854A EP 4308433 A1 EP4308433 A1 EP 4308433A1
Authority
EP
European Patent Office
Prior art keywords
rail vehicle
deactivated
activated
charge
energy
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.)
Pending
Application number
EP22727854.6A
Other languages
German (de)
English (en)
Inventor
Georg Lohneis
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 Mobility GmbH
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 Mobility GmbH filed Critical Siemens Mobility GmbH
Publication of EP4308433A1 publication Critical patent/EP4308433A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0081—On-board diagnosis or maintenance

Definitions

  • the invention relates to a method for controlling an energy supply of a device in a rail vehicle.
  • Devices of a rail vehicle are permanently switched on during the operation of the rail vehicle via the control technology of the rail vehicle.
  • equipment on the rail vehicle activates cyclically to determine a position of the rail vehicle and transmits this to a fixed control point called the landside. After the transfer has taken place, the devices involved stop operating again; they remain deactivated until they activate themselves again within the scope of a cycle or after a predetermined time has elapsed to carry out the task.
  • Such a cyclic switching on, including operation of the devices, should be guaranteed for as long a period of time as possible. This depends on the energy supply of the devices involved.
  • an on-board battery of the rail vehicle to supply energy to such a device.
  • the on-board battery is used to bring a pantograph of the rail vehicle into contact with an overhead line bring or is used in a diesel engine-powered rail vehicle to start the diesel engine, etc.
  • the pantograph When the rail vehicle is deactivated, the pantograph is lowered and therefore has no contact with the overhead line, which means that the on-board battery cannot be charged through the overhead line.
  • the on-board battery therefore only has a predetermined or limited capacity, which depends on the state of charge of the battery over time, the age of the battery, the ambient conditions (e.g. temperature) of the battery, etc.
  • the device when the rail vehicle is deactivated, the device is repeatedly put into operation for a predetermined period of time in order to carry out an assigned task.
  • the device In order to carry out the task, the device is supplied with energy via an on-board battery of the rail vehicle as long as the charge state of the on-board battery exceeds a specified lower capacity limit of the on-board battery, which describes a specified minimum capacity of the on-board battery.
  • the device is supplied with energy via an energy store in the device as soon as the state of charge of the on-board battery of the rail vehicle reaches or falls below the specified lower capacity limit.
  • the rail vehicle is deactivated by switching off the control system of the rail vehicle. Accordingly, the rail vehicle is activated by switching on the control technology of the rail vehicle. A first operating state thus describes the activated rail vehicle, while a second operating state describes the deactivated rail vehicle.
  • the on-board battery or the energy store of the device is charged with energy until the specified respective upper or maximum capacity limits are reached.
  • the operating state of the rail vehicle is detected using a sensor, for example using a motion sensor.
  • the first operating state is inferred.
  • the second operating state is inferred.
  • the energy store of the device is charged or buffered via components of the rail vehicle when the rail vehicle is activated.
  • the energy store of the device is charged or buffered via the on-board battery of the rail vehicle when the rail vehicle is activated.
  • the assigned task of a first device is to determine a position of the rail vehicle.
  • a so-called “Mobile Communication Gateway, MCG” of the rail vehicle is used to transmit the position and/or the state of charge to the stationary control point, which thus represents a long-distance data transmission device.
  • a rail vehicle-internal timer is activated, which switches the device on at regular intervals operation or which repeatedly puts the device into operation for a specified period of time.
  • an energy store that is an internal and integrated part of the device is used as the energy store of the device.
  • the device is switched off until it is activated again after a waiting period has elapsed in order to carry out the assigned task again.
  • the present invention enables devices that are intended for the cyclical fulfillment of tasks to be used for a longer period of time when the rail vehicle is switched off.
  • the present invention enables a rail vehicle operator to obtain relevant vehicle data over a longer period of time via long-distance data transmission to the landside.
  • the present invention makes it possible to optimize the capacity and size of the required energy stores on the part of the devices.
  • the primary use of the on-board battery of the rail vehicle to supply energy to the devices makes it possible to even minimize their internal energy storage in terms of capacity and size.
  • the present invention enables fast long-distance data transmission of relevant vehicle data, in that the devices are preferably operated in a power-saving mode.
  • FIG. 1 shows the method according to the invention in a basic block diagram.
  • a mobile communication gateway MCG of the rail vehicle with which a remote transmission of the determined position or the determined state of charge of the on-board battery BAT to a stationary control point LS, on the land side, is carried out.
  • the Mobile Communication Gateway MCG is an integral part of the rail vehicle and is used for communication with the land side, both in normal operational operation of the rail vehicle and within the scope of the invention.
  • the mobile communication gateway MCG contains a remote transmission functionality MC, which is referred to as mobile communication functionality, and a status monitoring functionality STAT-MCG.
  • the position report and/or the charging status report of the devices POS and LZ-BAT is regularly transmitted to the landside LS via the remote transmission functionality MC in the first operating state, ie when the rail vehicle is activated.
  • This functionality is shown in the figure with the reference sign OPT1.
  • the devices POS, LZ-BAT and MCG are activated cyclically with the aid of a time switch ZSU internal to the rail vehicle.
  • the time switch ZSU receives a message about the operating status, represented here by the reference symbol OPT2.
  • OPT2 the ZSU time switch is put into operation or activated.
  • these devices are activated via a digital input D-IN, so that a request-based activation of the devices POS, LZ-BAT and MCG for the transmission of the position or the state of charge is ensured.
  • the devices are activated via a motion sensor SEN. This ensures that the devices are activated in both operating states if the ZSU timer has expired or if the ZSU timer is not active. This functionality is shown in the figure with the reference sign OPT3.
  • Additional devices can be activated via a digital output D-OUT.
  • a signal for this output is preferably formed when a cyclical data transmission is carried out by the devices or when the first operating state is inferred via the acceleration sensor due to a movement of the rail vehicle. This functionality is shown in the figure with the reference sign OPT4.
  • the implementation of the method according to the invention is also initiated via the time switch ZSU, via the digital input D-IN, via the digital output D-OUT or via the movement sensor SEN.
  • the type of energy supply to the devices mentioned is implemented via an energy management system EMGMT of the rail vehicle.
  • a state of charge of the on-board battery BAT of the rail vehicle is reported to the energy management EMGMT by a capacity monitor, which is implemented here as a voltage monitor USUEB, for example.
  • the energy management system EMGMT is informed of the operating status BET-SFZ of the rail vehicle ("rail vehicle in operation"
  • the energy management system EMGMT determines the operating state BET-SFZ of the rail vehicle via the acceleration sensor SEN.
  • the devices mentioned, the time switch ZSU and the energy management system EMGMT are activated to carry out the invention.
  • the energy management EMGMT determines the type of energy supply ENVER for the devices mentioned, which is provided either via the on-board battery BAT of the rail vehicle or via an internal energy store AKKU of the individual devices.
  • the type of energy supply is determined depending on the reported state of charge of the on-board battery BAT of the rail vehicle.
  • the devices involved can no longer be supplied with energy by the on-board battery BAT of the rail vehicle, the devices then preferably automatically switch over to an internal energy supply, which is ensured by the respective internal energy store AKKU of the devices. After completing the special tasks, the devices involved are deactivated or switched off until the start of the next cycle.

Landscapes

  • Engineering & Computer Science (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un procédé de commande d'une alimentation en énergie d'un appareil d'un véhicule ferroviaire. Selon l'invention, lorsque le véhicule ferroviaire est désactivé, l'appareil est mis en service de manière récurrente dans le temps pendant une durée prédéterminée afin d'exécuter une tâche attribuée. La mise en oeuvre du procédé nécessite que l'appareil soit alimenté en énergie par l'intermédiaire d'une batterie de bord du véhicule ferroviaire, tant qu'un état de charge de la batterie de bord excède une limite d'alimentation en énergie inférieure prédéfinie. La mise en oeuvre du procédé nécessite que l'appareil soit alimenté en énergie par l'intermédiaire d'un accumulateur d'énergie de l'appareil dès que l'état de charge de la batterie de bord du véhicule ferroviaire atteint ou passe en deçà de la limite d'alimentation en énergie inférieure prédéfinie.
EP22727854.6A 2021-05-11 2022-05-04 Procédé de commande d'une alimentation en énergie Pending EP4308433A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021204755.6A DE102021204755A1 (de) 2021-05-11 2021-05-11 Verfahren zur Steuerung einer Energieversorgung
PCT/EP2022/062072 WO2022238214A1 (fr) 2021-05-11 2022-05-04 Procédé de commande d'une alimentation en énergie

Publications (1)

Publication Number Publication Date
EP4308433A1 true EP4308433A1 (fr) 2024-01-24

Family

ID=81940452

Family Applications (1)

Application Number Title Priority Date Filing Date
EP22727854.6A Pending EP4308433A1 (fr) 2021-05-11 2022-05-04 Procédé de commande d'une alimentation en énergie

Country Status (3)

Country Link
EP (1) EP4308433A1 (fr)
DE (1) DE102021204755A1 (fr)
WO (1) WO2022238214A1 (fr)

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008001145A1 (de) 2008-04-14 2009-10-15 Robert Bosch Gmbh Notenergieversorgungsvorrichtung für ein Hybridfahrzeug
CH708588A1 (de) * 2013-09-16 2015-03-31 Siegfried A Eisenmann Kraftfahrzeug mit Elektroantrieb.
JP6158445B2 (ja) * 2014-08-04 2017-07-05 株式会社日立製作所 蓄電池放電制御システムを備える軌条車両
GB2546087A (en) * 2016-01-07 2017-07-12 Skf Ab Railway condition monitoring sensor device and method for monitoring the condition of a railway bearing
DE102016109263A1 (de) 2016-05-20 2017-11-23 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Telemetrievorrichtung für ein Schienenfahrzeug
EP3296184B1 (fr) 2016-09-16 2021-04-14 Baumer Electric Ag Dispositif et procede destine a surveiller l'arret de vehicules, en particulier des vehicules sur rails
ES2924098T3 (es) * 2018-10-16 2022-10-04 Siemens Mobility GmbH Procedimiento para vigilar una batería en un vehículo ferroviario

Also Published As

Publication number Publication date
WO2022238214A1 (fr) 2022-11-17
DE102021204755A1 (de) 2022-11-17

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