Device for Operating at Least one Electrical Consumer of a Rail Vehicle

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

“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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

One example of embodiment of the invention will be described in greater detail with reference to the diagrams. In the latter:

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

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,

FIGS. 3 to 5:

- show various travel situations, in which a braking distance is negotiated by the rail vehicle,

FIG. 6: shows a circuit layout for the control of a consumer as a function of track data, and

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.

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.

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.

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.

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.

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.

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).

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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”.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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).

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).

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.

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.

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.

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.

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.

Advantageously, the adjustment of the comfortable temperature is completed within a tolerance range of ±2°.

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

Device for Operating at Least one Electrical Consumer of a Rail Vehicle

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