U.S. patent application number 14/888156 was filed with the patent office on 2016-03-17 for device for operating at least one electrical consumer of a rail vehicle.
The applicant listed for this patent is SIEMENS AKTIENGESELLSCHAFT. Invention is credited to SUSANNE BECKER, THOMAS ZIEGLER.
Application Number | 20160075350 14/888156 |
Document ID | / |
Family ID | 50639502 |
Filed Date | 2016-03-17 |
United States Patent
Application |
20160075350 |
Kind Code |
A1 |
BECKER; SUSANNE ; et
al. |
March 17, 2016 |
Device for Operating at Least one Electrical Consumer of a Rail
Vehicle
Abstract
An electrical consumer of a rail vehicle is operated with
electrical power generated by a braking process of the rail
vehicle. A control unit controls the operation of the consumer in a
first operating mode for a first operating phase of the consumer
during a braking phase of the rail vehicle and in a second
operating mode for a second operating phase during a travel phase
of the rail vehicle preceding the braking phase. The consumer is
controlled for the first and second operating modes such that the
operating power of the consumer is less in the second operating
mode than in the first operating mode. In order to assure that a
power generated during the braking process is used more
efficiently, the device has a unit that determines at least one
triggering parameter of the second operating phase, depending on at
least one feature of the braking phase.
Inventors: |
BECKER; SUSANNE; (KREFELD,
DE) ; ZIEGLER; THOMAS; (BUBENREUTH, DE) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
SIEMENS AKTIENGESELLSCHAFT |
Munchen |
|
DE |
|
|
Family ID: |
50639502 |
Appl. No.: |
14/888156 |
Filed: |
April 29, 2014 |
PCT Filed: |
April 29, 2014 |
PCT NO: |
PCT/EP2014/058708 |
371 Date: |
October 30, 2015 |
Current U.S.
Class: |
701/19 |
Current CPC
Class: |
B60L 1/12 20130101; B60L
15/40 20130101; Y02T 90/162 20130101; B60L 2240/36 20130101; B60L
7/06 20130101; B60L 1/003 20130101; B60L 2240/62 20130101; Y02T
10/7005 20130101; B60L 1/02 20130101; Y02T 30/00 20130101; B60L
2240/80 20130101; B60L 3/0061 20130101; B60L 2210/30 20130101; B60L
2260/54 20130101; Y02T 10/72 20130101; B60L 2240/34 20130101; Y02T
10/7291 20130101; B60L 3/003 20130101; Y02T 10/7241 20130101; Y02T
30/10 20130101; B60L 9/28 20130101; B60L 2200/26 20130101; B60L
2210/40 20130101; B61C 17/00 20130101; Y02T 10/725 20130101; B60L
50/53 20190201; Y02T 10/70 20130101; B61D 27/0072 20130101; Y02T
90/16 20130101; B61C 17/12 20130101; B60L 2210/20 20130101; B60L
50/51 20190201; B60L 7/26 20130101; B60L 7/14 20130101; B61D 43/00
20130101 |
International
Class: |
B61D 43/00 20060101
B61D043/00; B61D 27/00 20060101 B61D027/00 |
Foreign Application Data
Date |
Code |
Application Number |
Apr 30, 2013 |
DE |
10 2013 207 952.4 |
Claims
1-11. (canceled)
12. A device for operating at least one electrical consumer of a
rail vehicle, wherein the electrical consumer can be operated with
electrical energy generated by a braking process of the rail
vehicle, the device comprising: a control unit for controlling an
operation of the at least one electrical consumer according to at
least two operating modes, including: a first operating mode for a
first operating phase of the consumer, during a braking phase of
the rail vehicle; and a second operating mode for a second
operating phase of the consumer, during a travel phase of the rail
vehicle which precedes the braking phase; and said control unit
controlling the consumer at an operating power in the second
operating mode that is lower than an operating power is the first
operating mode; and a unit configured to determine at least one
triggering parameter for the second operating phase, depending upon
at least one characteristic of the braking phase.
13. The device according to claim 12, which comprises a positional
detection system for providing an actual track position of the rail
vehicle, and wherein the triggering parameter for the second
operating phase is a specific track position.
14. The device according to claim 12, wherein at least one
triggering parameter for the first operating phase is a braking
signal.
15. The device according to claim 12, wherein said unit is
configured, for determining the triggering parameter, to observe a
minimum duration for the second operating phase and/or a maximum
duration for the second operating phase.
16. The device according to claim 12, wherein said unit is
configured to determine the at least one triggering parameter for
the second operating phase based on data delivered by a driver
assistance system.
17. The device according to claim 12, wherein said unit is
configured to determine the at least one triggering parameter for
the second operating phase based on data delivered by a
track-vehicle-interaction system.
18. The device according to claim 12, wherein said control unit is
configured to execute a closed-loop control of the consumer based
on at least one threshold value for a characteristic control
variable and, upon a switch-over to the first operating mode, to
adjust the threshold value to cause the operating power to be
increased.
19. The device according to claim 18, wherein the consumer is an
air conditioning device and the control unit is configured to
adjust the threshold value being a comfort temperature.
20. The device according to claim 12, wherein said control unit is
configured, in the second operating mode, to maintain the consumer
in an unpowered operating state.
21. A rail vehicle, comprising: at least one electrical consumer
and a device according to claim 12.
22. A method of operating at least one electrical consumer of a
rail vehicle, wherein the electrical consumer is operable with
electrical energy generated by a braking process of the rail
vehicle, the method comprising: operating the consumer according to
a first operating mode in a first operating phase during a braking
phase of the rail vehicle; operating the consumer according to a
second operating mode in a second operating phase during a travel
phase of the rail vehicle, wherein the travel phase precedes the
braking phase; controlling the consumer with an operating power in
the second operating phase that is lower than an operating power in
the first operating phase; and determining at least one triggering
parameter for triggering the second operating phase in accordance
with at least one characteristic of the braking phase.
Description
[0001] The invention relates to a device for the operation of at
least one electrical consumer of a rail vehicle, which can be
operated by the electrical energy generated by a braking process of
the rail vehicle, having a control unit for controlling the
operation of the consumer according to at least two operating
modes, wherein there is a first operating mode for a first
operating phase of the consumer, during a braking phase of the rail
vehicle, there is a second operating mode for a second operating
phase of the consumer during a travel phase of the rail vehicle
which precedes the braking phase, and the control unit serves to
control the consumer for the first and second operating mode in
such a way that its operating power is lower in the second
operating mode than in the first operating mode.
[0002] During the braking operation of a rail vehicle, it is
already known that kinetic energy can be converted into electrical
energy. Conventionally, this energy, which is generated by the
traction motors operating in generator mode, is fed back into a
traction power supply grid and/or is converted into thermal energy
in braking resistors. The latter of these options is specifically
applied where the traction power supply grid does not have
sufficient capacity for the full take-up of the braking energy
generated in generator mode. In this case, braking energy is lost
by conversion into thermal energy. In rail vehicles operating on
non-electrified track sections, braking energy must, by necessity,
be fed to braking resistors.
[0003] A rail vehicle is known from DE 44 16 107 A1, in which an
air conditioning system is preferably operated during a braking
phase only. During a traction or rolling phase, the air
conditioning system for the vehicle interior is shut down, unless
there is an excessive deviation between the interior temperature
and a predetermined comfortable target temperature.
[0004] The time interval during which the air conditioning system
is drawing no power is determined by the duration of the traction
and/or rolling phase which precedes a braking operation. If the
time interval is too long, prior to the initiation of the braking
process and in response to an excessive deviation between the
interior temperature and the comfortable target temperature, the
air conditioning system may be brought into service. Accordingly,
the latter will draw electric power, before any braking energy is
available. Upon the initiation of the braking process, the energy
demand of the air conditioning system may therefore be
significantly lower than the braking energy generated, such that it
is necessary for surplus energy to be dissipated in braking
resistors. In the least favorable case, the comfortable target
temperature in the vehicle interior may be achieved again by the
operation of the air conditioning system during the traction or
rolling phase, before the initiation of the braking process, such
that there is no further energy demand for the air conditioning
system during said braking process.
[0005] The object of the invention is the proposal of a generic
device for the operation of an electrical consumer of a rail
vehicle, wherein the energy generated during the braking process
can be used more efficiently.
[0006] To this end, it is proposed that the device should be
provided with a unit which is designed to determine at least one
triggering parameter of the second operating phase, depending upon
at least one characteristic of the braking phase. By this
arrangement, in the interests of the full exploitation of available
braking energy, the more effective control of power take-up by the
electrical consumer, as a function of various operating phases of
the rail vehicle, can be achieved. In comparison with a
conventional solution, in which the second operating phase of the
consumer, in principle, is triggered automatically by a traction
and rolling phase of the rail vehicle, such that the duration of
the second operating phase is essentially dictated by the duration
of the corresponding traction and rolling phase, by means of the
proposed device, specifically by the determination of the
triggering parameter, the second operating phase can be
advantageously tailored to the subsequent braking phase, in the
interests of efficient power take-up during said braking phase.
[0007] The device is specifically suitable for the operation of a
consumer which is configured as an air conditioning device.
Conventionally, an air conditioning system in a rail vehicle,
comprised of one or more air conditioning devices, may have an
operating power which exceeds 50% of the available on-board power
capacity. In this case, the proposed device can be used to achieve
the particularly effective exploitation of the available braking
energy.
[0008] Specifically, the device is also suitable for the operation
of a consumer configured as an energy storage and charging unit. It
is conceivable, for example, in the second operating phase, that
this consumer is operated in a second operating mode, which is
configured as a mode in which a charging process is interrupted, or
as a discharge mode and, in the first operating phase, is operated
in a first operating mode which is configured as a charging mode,
such that the corresponding energy storage device is charged,
insofar as possible, by means of the available braking energy.
[0009] Further configurations of the consumer, as a cooling system
for the cooling of a drive component of the rail vehicle, or as a
compressed air generation system, are also conceivable.
[0010] The determination of the triggering parameter by the unit
appropriately proceeds automatically, in order to achieve a high
degree of passenger comfort. A high degree of flexibility in the
operation of the proposed function can also be achieved if the unit
can be turned on and off by a member of the vehicle personnel.
[0011] The determination of the at least one triggering parameter
for the second operating phase takes place appropriately in a
manner dependent upon at least one characteristic of a plannable
braking phase. A "plannable" braking phase is to be understood as a
travel phase of the rail vehicle during the negotiation of a
braking distance, the characteristics of which are determinable on
the basis of data which are known in advance, i.e. before the rail
vehicle enters its braking distance. These data may be specifically
derived from static and/or dynamic characteristics, or
characteristics updated in the course of travel, of the track
section which incorporates the braking distance.
[0012] A "triggering parameter" of the second operating phase is to
be understood as a defining parameter for the initiation of the
second operating phase. The triggering parameter may specifically
serve for the definition of an event, whereby the second operating
phase is to be triggered upon the occurrence of said event.
Alternatively, the triggering parameter may be a triggering time.
The triggering parameter is preferably determined by the unit on
the basis of at least one characteristic of the braking phase, for
example, on the basis of a starting time for the braking phase, a
duration of the braking phase, a track position for the
commencement of the associated braking distance, a length of the
associated braking distance and/or the braking power to be
delivered in the braking phase.
[0013] The energy required for the operation of the electrical
consumer is appropriately supplied by a supply unit in the rail
vehicle, in which braking energy generated by traction motors is
stored. Specifically, the supply unit may be formed by an
intermediate circuit, to which a power supply unit for the supply
of the electrical consumer is connected. Specifically, the power
supply unit serves to supply power to what is described in
specialized terms as an "on-board system", to which the consumer is
connected.
[0014] The "operating power" of the electrical consumer in a given
operating mode is specifically to be understood as a measure, in
said operating mode, of the maximum power take-up of the control
unit, or the constant power take-up during the corresponding phase,
or the power delivered over the duration of the corresponding
operating phase.
[0015] According to the first of these alternatives, the operating
power of the electrical consumer in a given operating mode is to be
understood as the maximum power take-up. In this case, the control
unit may assume the function of a power management unit, whereby
the operating power assigned to the electrical consumer in the
second operating mode is lower than in the first operating
mode.
[0016] According to the second of these alternatives, the operating
power of the electrical consumer in a given operating mode is to be
understood as a constant power take-up during the corresponding
phase. This is specifically suitable for an electrical consumer,
for which power levels are predefined. In this case, the control
unit, in the second operating mode, may effect operation with a
lower power level than in the first operating mode.
[0017] According to the last of these alternatives, the operating
power is to be understood as the power delivered over the duration
of the corresponding operating phase. In this case, the "duration"
of the second operating phase specifically corresponds to the time
interval between the triggering of the second operating phase and
the initiation of the braking phase. In the first operating mode,
the "duration" of the first operating phase specifically
corresponds to at least a time interval in the braking phase,
during which at least a significant proportion, and specifically at
least 50% of power supply requirements on the on-board system can
be covered by the braking energy generated.
[0018] Preferably, the operating power of the consumer in the
second operating mode is significantly lower than in the first
operating mode. By this, it is specifically to be understood that
the operating power in the second operating mode is a maximum of
50%, preferentially a maximum of 25%, and preferably a maximum of
10% of the operating power in the first operating mode.
Specifically, the consumer may be controlled such that, in the
second operating mode, it draws no electrical energy. In this case,
the "operating power" corresponds to a power of 0 watts. For
example, the control system of the consumer, upon a switch over to
the second operating mode, may effect the disconnection of the
consumer, or the maintenance of an existing disconnected state. A
significant difference between the operating powers in the first
and second operating modes can specifically be achieved, in that
the operating power in the first operating mode corresponds to the
maximum possible power take-up of the consumer.
[0019] "Designed" is specifically to be understood as specially
configured, equipped and/or programmed. Specifically, the unit may
be formed by a computer, which is equipped with at least one
software module for the execution of the measure proposed.
[0020] In a preferred embodiment of the invention, it is proposed
that the triggering parameter for the second operating phase is a
specific track position, whereby the device has a positional
detection system for the provision of an actual track position of
the rail vehicle. By this arrangement, the straightforward and
rapid determination of the triggering parameter and, accordingly,
the straightforward and rapid triggering of the second operating
phase can be achieved, wherein the unit determines the track
position for the commencement of the second operating phase on the
basis of easily-accessible static and/or dynamic data for a braking
distance associated with the braking phase, and the actual track
position recorded for the rail vehicle is compared with this track
position.
[0021] A "track position" is specifically to be understood as the
position defined along a length of track to be negotiated by the
rail vehicle, which incorporates the associated braking
distance.
[0022] Advantageously, at least one triggering parameter for the
first operating phase is a braking signal. This braking signal can
advantageously serve for the coordination of the switchover of the
consumer from the second operating phase to the first, with which
the braking phase is associated, with the commencement of the
braking phase. Specifically, the determination of a parameter for
the termination of the second operating phase by the unit can be
obviated. The braking signal may be a signal which is generated by
a control system, and which serves for the initiation of a braking
process by a braking device of the rail vehicle, or may be a signal
which is triggered by the commencement of the braking process.
[0023] The unit is preferably designed, for the determination of
the triggering parameter, to observe a minimum duration for the
second operating phase and/or a maximum duration for the second
operating phase. Specifically, the triggering parameter for the
second operating phase can be advantageously determined such that
the duration of the second operating phase does not exceed a
predetermined maximum duration. Accordingly, any detrimental impact
resulting from the operation of the consumer in the second
operating phase upon further installations in the rail vehicle
and/or upon passenger comfort, which might potentially be
associated with the excessively prolonged operation of the consumer
at reduced operating power, can be obviated. By the determination
of a minimum duration, an advantageous power requirement by the
consumer upon the initiation of the braking phase can be achieved,
in the interests of the efficient exploitation of the braking
energy.
[0024] In an advantageous further development of the invention, it
is proposed that the unit is designed to determine the at least one
triggering parameter for the second operating phase on the basis of
data delivered by a driver assistance system. For the determination
of the triggering parameter, data from an existing system may be
advantageously employed, such that a saving in the components and
installation space required for a data interface which is
specifically assigned to the unit can be achieved. Specifically,
existing rail vehicles can be straightforwardly retrofitted with
the functionalities of the unit. A "driver assistance system" is
specifically to be understood as a system, the purpose of which, on
the basis of at least one optimization model and at least on the
basis of static and/or dynamic track data as input variables for
said optimization model, is to generate a driving recommendation
for the vehicle driver and/or to at least contribute to the
generation of a control signal for the at least partially-automated
control of the rail vehicle. The driver assistance system is
comprised of facilities in the rail vehicle and/or of land-based
facilities, which are coupled to on-board facilities in the rail
vehicle by means of data communication links.
[0025] In a variant of embodiment, it is proposed that the unit is
designed to determine the at least one triggering parameter for the
second operating phase on the basis of data delivered by a
track-vehicle-interaction system. For the determination of the
triggering parameter, data from an existing system may be
advantageously employed, such that a saving in the components and
installation space required for a data interface which is
specifically assigned to the unit can be achieved. A
"track-vehicle-interaction system" is to be understood as a system,
the purpose of which is the generation of a control signal for the
at least partially automated control of the rail vehicle, on the
basis of data supplied by a trackside signaling installation.
[0026] If the control unit is specifically designed to execute the
closed-loop control of the consumer on the basis of at least one
threshold value for a characteristic control variable, it is
proposed that the control unit is designed--upon a switchover to
the first operating mode--to adjust the threshold value such that
the operating power is increased. The operating power take-up in
the first operating mode can be straightforwardly increased
accordingly.
[0027] In this connection, it is proposed that the consumer is
configured as an air conditioning device, whereby the control unit
is designed to adjust the threshold value configured as the
comfortable temperature. In consideration of the operation of the
air conditioning device for heating or cooling, the comfortable
temperature in the second operating mode may be set at a lower or
higher value than in the first operating mode.
[0028] It is also conceivable that the consumer is configured as a
cooling system for the cooling of at least one drive component,
e.g. a transformer, a converter, a traction motor, etc. in the rail
vehicle, whereby the control variable is a characteristic
temperature variable for a temperature to be controlled of the
drive component. The consumer may also be configured as a
compressed air generation system, whereby the control variable may
be a characteristic pressure variable for the compressed air
generated by the compressed air generation system. In a further
conceivable embodiment of the consumer as an energy storage and
charging unit, the control variable may be a characteristic state
of charge variable for the state of charge of an energy storage
device, or a characteristic charging process variable for a
charging process of the energy storage and charging unit.
[0029] It is also proposed that the control unit is designed, in
the second operating mode, to maintain the consumer in an unpowered
operating state. By this arrangement, exceptionally high energy
economy can be achieved. In this case, upon the initiation of the
second operating mode, the control unit may effect the
disconnection of the consumer or the maintenance thereof in a
disconnected state.
[0030] The invention also proceeds from a method for the operation
of at least one electrical consumer of a rail vehicle, which can be
operated by the electrical energy generated by a braking process of
the rail vehicle, wherein the consumer, in a first operating phase
during a braking phase of the rail vehicle, is operated according
to a first operating mode, the consumer, in a second operating
phase during a travel phase of the rail vehicle which precedes the
braking phase, is operated according to a second operating mode,
and the consumer is controlled such that its operating power in the
second operating phase is lower than in the first operating
phase.
[0031] It is proposed that at least one triggering parameter for
the second operating phase is determined in accordance with at
least one characteristic of the braking phase. Accordingly, in the
interests of the exploitation of available braking energy, the more
efficient control of the take-up of power by the electrical
consumer, as a function of various travel phases of the rail
vehicle, can be achieved. For further advantageous effects of the
proposed method, the reader is referred to the embodiments of the
device described above.
[0032] One example of embodiment of the invention will be described
in greater detail with reference to the diagrams. In the
latter:
[0033] FIG. 1: shows a rail vehicle in a schematic side view,
[0034] FIG. 2: shows an electric circuit layout of the rail vehicle
represented in FIG. 1, with a drive unit and consumers connected to
an on-board power system,
[0035] FIGS. 3 to 5: [0036] show various travel situations, in
which a braking distance is negotiated by the rail vehicle,
[0037] FIG. 6: shows a circuit layout for the control of a consumer
as a function of track data, and
[0038] FIG. 7: shows the profile for the internal temperature and
operating power of the consumer configured as an air conditioning
device, as a function of time.
[0039] FIG. 1 shows a rail vehicle 10 configured as a locomotive,
in a schematic side view. In the example of embodiment considered,
the rail vehicle 10 draws electrical energy specifically from a
traction power supply grid 12, which is configured as an overhead
line. In further embodiments, the rail vehicle 10 may draw
electrical energy from a ground-level line or, for operation on
non-electrified track sections, may have a generator and/or by an
energy storage device.
[0040] The rail vehicle 10 has a set of drive axles 14. In the
exemplary embodiment considered, a separate drive unit 16 is
provided for each pair of drive axles 14, specifically configured
as a motor bogie.
[0041] The rail vehicle 10 also comprises electrical consumers
(18.1 to 18.5), which are configured as an air conditioning unit, a
battery charging unit, a compressed air generation system, cooling
systems for the drive units or ventilators.
[0042] FIG. 2 shows an electric circuit layout for the rail vehicle
10 represented in FIG. 1, in a schematic representation. The drive
units 16 described above are each provided with electric motors 20
and a power supply unit 22, which supplies the motors 20 with
electric power. This unit is specifically configured as a traction
power inverter. In a known manner, the power supply unit 22 draws
electrical energy from an intermediate d.c. circuit 24 whereby,
from the d.c. voltage supplied by the intermediate d.c. circuit 24,
said unit delivers an alternating electric current to the motors
20, in accordance with the power to be delivered by the latter. The
intermediate d.c. circuit 24--specifically in a traction mode of
the rail vehicle 10--is supplied with electrical energy from the
traction power supply grid 12 via a current collector 26, a
transformer 28 and an input controller 30, which specifically
rectifies the electric voltage on the low-voltage winding of the
transformer 28.
[0043] The electrical consumers 18.1 to 18.5 from FIG. 1 are also
represented in the schematic circuit layout. These electrical
consumers 18 are supplied with electrical energy via an "on-board
system" 32, which also draws energy from the intermediate d.c.
circuit 24. This is achieved by means of a power supply unit 34
which, from the d.c. voltage delivered by the intermediate d.c.
circuit 24, generates a single-phase or three-phase a.c. voltage.
In specialized terms, the power supply unit 34 is also described as
an "auxiliary converter". In an alternative embodiment, which is
not represented, electrical energy may be tapped by the power
supply unit 34 directly from a low-voltage winding of the
transformer 28.
[0044] The representation of the on-board system 32 and the power
supply unit 34 in FIG. 2 is highly simplified. The power supply
unit 34 may be provided with a number of auxiliary converters, each
of which delivers a voltage which is tailored to the respective
type of consumer (e.g. d.c. voltage, single-phase or three-phase
a.c. voltage, variable-frequency a.c. voltage).
[0045] In the above-mentioned traction mode of the rail vehicle 10,
energy flows from the intermediate d.c. circuit 24 via the power
supply unit 22 to the motors 20, which generate a drive torque
which is then transmitted to the drive axles 14.
[0046] In a braking mode of the rail vehicle 10, the kinetic energy
of the rail vehicle 10 is converted into electrical energy by the
motors 20, which assume the function of a generator for this
purpose. This energy is fed into the intermediate d.c. circuit 24
via the power supply unit 22. At least a proportion of this energy
is used for the operation of electrical consumers 18 which are
connected to the on-board system 32 during a braking process of the
rail vehicle 10. The resulting energy flow is represented
schematically in FIG. 2 by arrows. Alternatively or additionally, a
proportion of the energy generated by the motors 20 can be fed back
into the traction power supply grid 12 and/or fed to braking
resistors, which are not represented in greater detail, where it is
converted into thermal energy.
[0047] FIG. 3 shows a track section 36, which is negotiated by the
rail vehicle 10. The track section 36 and the rail vehicle 10
running along the latter are shown in a highly schematic
representation. The journey along a specific track section may be
characterized by segment- or location-related characteristics which
are known in advance, i.e. at least with effect from a given time
interval prior to arrival at the segment or location concerned.
Accordingly, the track section 36 to be traversed includes at least
one stopping point, which corresponds to the destination of the
journey, or a number of stopping points, corresponding to said
destination and the intermediate stations. Such a stopping point
38, which corresponds e.g. to a station, is represented
schematically in FIG. 3. This stopping point 38 is associated with
a braking distance 40 in the track section 36, whereby the rail
vehicle 10, in negotiating the braking distance 40, is braked from
a given speed to a standstill.
[0048] A further characteristic of the track section 36 which is
known in advance may be the presence of a specific track segment,
in which running at a reduced speed is required. This is
represented in FIG. 4, in which a track segment 42 of this type is
shown. This track segment is associated with a braking distance 44
in the track section 36, whereby the rail vehicle 10, in
negotiating the braking distance 44 is braked from a given speed to
the reduced notional speed for the track segment 42.
[0049] FIG. 5 shows another application, in which a mandatory
stoppage or speed reduction in the track section 36 is dynamically
executed. This is achieved by a signaling installation 46, which
indicates a specific driving behavior ("Stop" or "Slow") by means
of dynamic signaling (e.g. using lights). This dynamic instruction
is associated with a braking distance 48 in the track section 36,
whereby the rail vehicle 10, in negotiating the braking distance 44
is braked from a given speed to a standstill, or to the reduced
notional speed at the location of the signaling installation
46.
[0050] In the cases of application represented in FIGS. 3 and 4,
the stopping point 38 or the presence of the track segment 42 may
be known prior to departure from the track section start point,
i.e. they constitute "static" characteristics of the track section
36. Accordingly, the track position which marks the start of the
braking distance 40 or 44 and/or the length thereof can be
established prior to departure from the track section start point.
For example, these may be logged in a track section description. An
additional stopping point 38 or a temporary track segment 42, in
which a reduced speed is prescribed, may be identified in the
course of travel along the track section 36. These characteristics
are designated as "dynamic" characteristics of the track section
36. The consideration of these variations in the course of travel
may be effected by means of the transmission of information between
a land-based control center and the rail vehicle 10, specifically
by means of a radio link produced between the control center and a
transmitter/receiver unit 50 (see FIG. 1). Alternatively, if the
track section 36 is equipped with a track-vehicle-interaction
system, information on the additional stopping point 38 or on the
temporary track segment 42 can be transmitted via this system to
the rail vehicle 10.
[0051] In the case of application shown in FIG. 5, the track
section 36 is equipped with a track-vehicle-interaction system 52
of this type, which is represented schematically by a dashed line.
In a known manner, this system engages with the control system of
the rail vehicle 10. To this end, said control system is connected
to a receiver device 54 (represented in FIG. 1) of the rail vehicle
10, for the purposes of interaction with the
track-vehicle-interaction system 52 for the track section 36.
[0052] From the static and/or dynamic characteristics of the track
section 36 which are described above, it is possible to plan a
braking phase of the rail vehicle 10 which corresponds to the
respective braking distance 40, 44 or 48. This "plannable" braking
phase is based upon data which are known at least with effect from
a given time point in advance of arrival at the relevant segment or
location on the track section 36.
[0053] The control of the operation of the electrical consumer 18
during the travel of the rail vehicle 10 along the track section 36
is explained below with reference to FIG. 6. This control is
specifically described with reference to the example of the
consumer 18.1 configured as an air conditioning unit.
[0054] For the control of the operation of the electrical consumer
18.1, a control unit 56 is provided which is designed for at least
two different operating modes of the associated consumer 18.1.
These operating modes are intended for different operating phases
of the consumer 18.1.
[0055] A first operating phase is executed during a braking phase
of the rail vehicle 10. The start of the braking phase is signaled
by a braking signal, which is generated by a control device 58 of
the rail vehicle 10 for the initiation of a braking process. To
this end, the braking signal serves as a triggering parameter for
the first operating phase of the consumer 18.1, i.e. the start of
the first operating phase is coordinated with the start of the
braking phase. On the basis of this triggering parameter, a first
operating mode associated with the first operating phase will be
triggered, wherein the control unit 56 is triggered to effect the
switchover to the first operating mode in the presence of the
braking signal. To this end, the control unit 56 interacts with the
control device 58.
[0056] In the embodiment considered, the control unit 56 is
configured as a locally-dedicated unit for the consumer 18.1, which
is physically separated from the master control device 58. In a
further embodiment, it is conceivable that the control unit 56 is
structurally configured as a constituent element of a master
control unit of the electrical consumer 18, e.g. as a constituent
element of the control device 58.
[0057] In the cases of application represented in FIGS. 3 to 5, a
braking phase and, accordingly, the operation of the electrical
consumer 18.1 in the first operating mode, is executed where the
braking distance 40, 44 or 48 respectively is negotiated by the
rail vehicle 10.
[0058] The control unit 56 is designed for a second operating mode,
which is provided for a second operating phase of the consumer
18.1. This second operating phase is executed during a travel phase
of the rail vehicle 10 which precedes the braking phase, which may
be a traction or rolling phase. As described above, the control of
the rail vehicle 10 in respect of the braking phase is based upon
data which are known in advance, i.e. at least with effect from a
given time point in advance of arrival at the relevant segment or
location. By means of these data, characteristics of the braking
phase, such as specifically at least a track position for the start
of the relevant braking distance and/or a length of said braking
distance, braking power etc., are known. The track position for the
start of the braking phase is represented in FIGS. 3 to 5 by
characteristic "B".
[0059] Where the data on the braking phase characteristics, e.g. at
characteristic "B" are known, the second operating phase of the
consumer 18.1 which precedes the braking phase can be assigned
thereto as a preliminary phase. The assignment of the second
operating phase to the braking phase is effected by means of a unit
60. In this assignment, the unit 60 determines at least one
triggering parameter for the second operating phase on the basis of
at least one characteristic of the braking phase. In the embodiment
considered, the unit 60 is configured as a constituent element of
the control device 58. Alternatively, it may be physically
separated from the control device 58. In the embodiment considered,
the triggering parameter V is determined on the basis of
characteristic B, such that the second operating phase is of a
specific duration. This duration, for example, as an optional
further characteristic of the braking phase, may take account of
the braking energy to be delivered during the latter. Accordingly,
the duration of the second operating phase can be adapted
anticipated braking energy generated during the braking phase.
[0060] The data which are considered by the control device 58 for
the braking phase and, accordingly, for the determination of the
triggering parameter for the second operating phase, are logged in
a schematically represented data unit 62, with which the unit 60
interacts. In a specific variant of embodiment, the data unit 62
may be a constituent element of the control device 58. Depending
upon the actual case of application, the data on the data unit 62
may be delivered in various ways.
[0061] Specifically, the data may be delivered on the basis of the
static characteristics of the track section 36 described above.
These data, e.g. data from a "track log", may be loaded into the
data unit 62 from a database prior to the travel of the rail
vehicle 10 along the track section 36, or may be permanently stored
in the data unit 62.
[0062] In respect of dynamic characteristics of the track section
36, which are identified in the course of travel along the latter,
the data for the braking phase are received from the land-based
control center via the transmitter/receiver unit 50. Alternatively
or additionally, data may be retrieved via the receiver system 54
which interacts with the track-vehicle-interaction system 52. For
these data transmissions, the data unit 62 interacts either
directly or indirectly with the transmitter/receiver unit 50 or
with the receiver system 54.
[0063] The data unit 62 may also be a constituent element of a
driver assistance system 64 (represented in the diagram by a dashed
line) in the rail vehicle 10. The known function of this system is
the generation of 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 track section 36 and
an optimization model.
[0064] In the embodiment represented, in which the data unit 62 is
a constituent element of the driver assistance system 64 and the
unit 60 for the assignment of the second operating phase of the
consumer 18.1 is a constituent element of the control device 58,
said unit 60 may be an existing and conventional computing unit in
the control device 58, which is equipped with a corresponding
software module for the execution of the function described in
conjunction with the operation of the consumer 18.1. By this
arrangement, an existing vehicle which is equipped with a driver
assistance system can be straightforwardly and advantageously
retrofitted, with no structural adaptations.
[0065] In the embodiment considered, the triggering parameter for
the second operating phase determined by the unit 60 corresponds to
a track position for the commencement of this preliminary phase
along the track section 36. The triggering parameter configured as
a track position is represented in FIGS. 3 to 5 by "V". The rail
vehicle 10 is equipped with a positional detection system 66, by
means of which an actual track position I of the rail vehicle 10
along the track section 36 is detected. By means of the actual
track position I, at least the achievement of the stipulated
triggering parameter V by the rail vehicle 10 can be detected. For
example, the positional detection system 66 may be configured for
the reception of satellite-generated location signals (specifically
GPS signals). However, further alternatives for the positional
detection system 66 for the delivery of positional signals are
conceivable.
[0066] During the second operating phase, the electrical consumer
18.1 is operated in a second operating mode which differs from the
first operating mode. A switchover to the second operating mode is
effected in response to the presence of the triggering parameter V
for the second operating phase i.e., in the embodiment considered,
by the arrival of the rail vehicle 10 at the corresponding track
position. To this end, the control device 58 communicates with the
positional detection system 66. Where the actual track position
coincides with the triggering parameter V, this is detected by the
control device 58, which triggers the control unit 56 for the
initiation of the second operating mode.
[0067] In the first and second operating modes, the consumer 18.1
is operated such that its operating power in the second operating
mode is significantly lower than in the first operating mode. A
number of measures are possible for this purpose. In a potential
form of embodiment, the control unit 56 may execute a power
management function whereby, for operation in the second operating
mode, the maximum power delivered to the electrical consumer 18.1,
in comparison with the first operating mode, is reduced or
throttled accordingly.
[0068] In one variant of embodiment, it may be provided that the
control unit 56 maintains the electrical consumer 18.1 in an
unpowered state during the second operating phase. For example,
upon the switchover to the second operating mode, the consumer 18.1
may be disconnected by the control unit 56, or may be maintained in
an existing disconnected state.
[0069] For the embodiment of the consumer 18.1 considered as an air
conditioning device, the control unit 56 is designed to execute a
control function for the consumer 18.1 on the basis of at least one
threshold value for a characteristic temperature variable.
Accordingly, upon a switchover to the first operating mode, the
consumer 18.1 may be operated at a higher power than in the second
operating mode, whereby the threshold value is adjusted by the
control unit 56. For operation in heating mode, the threshold
value, which corresponds to a comfortable temperature in the
vehicle interior, may be increased upon the switchover to the first
operating mode. For operation in cooling mode, the threshold value
may be reduced (c.f. specifically FIG. 7).
[0070] Upon the initiation of the braking phase by the braking
signal of the control device 58--as described above--a switchover
to the first operating mode is effected. A higher power take-up by
the consumer 18.1 is targeted accordingly. To this end, the power
throttling function specified in the second operating mode is
canceled, or the maximum power delivered to the consumer 18.1 is
increased. If the consumer 18.1 was disconnected in the second
operating mode, it will be reconnected upon the switchover to the
first operating mode. If, for operation in the second operating
mode, a threshold value for the reduction of the power take-up has
been established, this will be adjusted upon the switchover to the
first operating mode, such that the power take-up is increased,
preferably to its maximum value. If, for example, the consumer 18.1
in service as a cooling device, in the second operating mode, has
been operated with a raised temperature threshold value, the latter
will be reduced once more, in order to increase the cooling
capacity (see FIG. 7).
[0071] FIG. 7 shows a summary representation of the operation of
the electrical consumer 18.1 during the first and second operating
phases. Two diagrams are shown. In the upper diagram, the actual
temperature T of the vehicle interior (represented by the dashed
line) and the set point comfortable temperature are shown as a
function of time. The lower diagram shows the operating power of
the consumer 18.1 as a function of time.
[0072] On the time axis, two time points t(V) and t(B) are
represented, which correspond to the achievement of the track
position or the triggering parameter V by the rail vehicle 10, and
the commencement of the braking phase. During the time interval
[t(V), t(B)], the consumer 18.1 is operated in its second operating
phase BP2. With effect from time point t(B), i.e. during the
braking phase, the consumer 18.1 is operated in its first operating
phase BP1.
[0073] The representation corresponds to the operation of the
consumer 18.1 in cooling mode. At time point t(V), i.e. upon the
commencement of the second operating phase BP2, the comfortable
temperature is raised by the control unit 56 from the threshold
value SW1 applied hitherto to the higher threshold value SW2. This
means that the consumer 18.1, which has already been disconnected
in response to the achievement of the comfortable temperature SW1,
will be maintained in this disconnected state. Accordingly, the
operating power in the second operating phase BP2 is such that the
value L2=0.
[0074] Time point t(B) marks the commencement of the braking phase
and, accordingly, of the first operating phase BP1 of the consumer
18.1. At this point, the comfortable temperature is adjusted from
the threshold value SW2 to the lower threshold value SW1. The
interior temperature, which has risen during the second operating
phase BP2, will exceed the threshold value SW1, such that the
consumer 18.1 is connected. For the operating power L1 in the first
operating phase BP1, the relationship L1>L2 applies.
[0075] By the adjustment of the comfortable temperature from SW1 to
SW2 upon the initiation of the second operating phase, the take-up
of power by the consumer 18.1 prior to the initiation of the
braking phase, and during a time interval [t(V), t(B)] dictated by
the triggering parameter V, can be prevented, such that the power
take-up can be advantageously matched to the commencement of the
braking phase. The triggering parameter V is defined such that the
time interval [t(V), t(B)], i.e. the duration of the second
operating phase BP2, does not exceed a predefined maximum duration,
in order to prevent an excessive increase in the interior
temperature T. For example, the maximum duration may be set at a
value of 5 minutes. A minimum duration, e.g. of 1 minute, is also
preset for the duration of the second operating phase BP2. The
triggering parameter V is defined such that the duration of the
second operating phase does not fall below this value.
[0076] Advantageously, the adjustment of the comfortable
temperature is completed within a tolerance range of
.+-.2.degree..
[0077] The description set out above relates to the consumer 18.1
configured as an air conditioning unit. These explanations can be
applied correspondingly to the remaining consumers 18.2 to 18.5
* * * * *