Phase detection when passing through a disconnection point in a rail vehicle power supply

Abstract

The invention relates to a method for operating a rail vehicle (10) while passing through a disconnection point (22) in a current supply device outside the vehicle, wherein the rail vehicle (10) comprises: - at least one current collector (30) for receiving electrical energy from the current supply device (15); - a main transformer (42) for converting the received electrical energy provided on the primary side of the main transformer (42) to a desired voltage level on the secondary side of the main transformer (42); - a detection device (31) which is arranged to detect the phase of the alternating current conducted by the current supply device (15); wherein the method comprises: - detecting the phase in a section of the current supply device (15) located after the disconnection point (22) by means of the detection device (31); and - adjusting the phase of the primary-side voltage of the main transformer (42) in accordance with the detected phase. The invention also relates to a rail vehicle (10).

Description

Technical Field

[0001] The invention relates to a method and a rail vehicle for operating a rail vehicle while passing through a disconnection point in a power supply external to the vehicle, wherein a detection device is used for detecting a phase position. Background Art

[0002] It is known to supply rail vehicles with electrical energy by means of a vehicle-external current supply. The current supply can, for example, comprise a current rail or an overhead line system on which current-carrying contact wires are mounted. The rail vehicle can also comprise a suitable current collector in a known manner, for example with a pantograph or a laterally mounted current rail counterpart.

[0003] The current supply usually takes place in the form of single-phase alternating current. In order to load the power supply network (for example the so-called national power grid or the general public power grid) as evenly as possible and in particular to avoid unbalanced loads, it is known to connect different phases of the power supply network or the alternating current conducted by it to different sections of the vehicle-external current supply. In other words, successive sections of the current supply device can each conduct alternating current with mutually different phases. In other words, the supply can be supplied from different phases of a typical three-phase power supply network. For this purpose, sections of so-called transformer substations are connected to the power supply network and supplied with the current of the desired phase.

[0004] A typical voltage applied to the power supply is 25 kV, the frequency of the alternating current conducted by this voltage being, for example, 50 Hz or 60 Hz, and in Germany, a voltage of 15 kV and a current frequency of 16.7 Hz are common.

[0005] The sections of the current supply device are electrically separated from each other by so-called phase-separation locations. A typical phase-separation location is characterized in that the first adjacent current conducting device (for example in the form of an overhead line or current rail) is insulated from the so-called segment isolator. Subsequently, a section of the overhead line or current rail that is not supplied with voltage and can even be grounded if necessary can be connected immediately in the separation location. No electrical energy can be obtained from this section for driving the rail vehicle. Then, a current conducting device is connected again, which preferably conducts currents of different phases and is preferably also supplied from a different substation than the previous current conducting device. It is also possible to supply power from another current path of the same substation.

[0006] Overall, the disconnection point, in particular the phase disconnection point, can define a neutral section within the power supply device, in which at least generally no energy can be obtained for driving the rail vehicle.

[0007] However, it is also possible to energize the separation point at least temporarily in the event of a disturbance or during special operation. Power can also be fed into the separation point dynamically or as required during the passage of the rail vehicle. However, it can be provided within the scope of the invention that such special operation and the separation points designed for this are not taken into account and / or that only separation points, in particular phase separation points, which define a neutral section of the above type are considered (at least in the event of a disturbance). If at least selectively energizable separation points are also provided in the power supply device, these separation points according to any of the variants described here can be treated similarly to separation points with a purely neutral section.

[0008] The present application is directed in particular to phase separation points, but is not limited thereto. Thus, separation points for enabling a transition between different voltage or current systems (so-called system separation points) are also known.

[0009] Until now, electrical rail vehicles (i.e., those driven by electrical energy) have traveled over disconnection points, in particular phase disconnection points, with a deactivated drive system. Although the current collector can remain in conductive contact with the power supply, the so-called main switch, which connects the current collector to the main transformer, is usually deactivated and opened. Opening the main switch is equivalent to at least partially deactivating the drive system, because due to the electrical separation from the current collector, it is no longer possible for the rail vehicle to convert the electrical energy received from the outside into traction energy, but the possibility for braking can optionally be realized with the cooperation of the drive system components. For example, electric braking can be carried out by means of a traction motor operating in generator mode. The electrical energy obtained in this way can, for example, be dissipated or stored.

[0010] The main transformer is used in a manner known per se to convert the AC voltage present on the primary side of the collector or main transformer and usually reduce it to the desired AC voltage level. The converted AC voltage can then be converted into a DC voltage by means of a so-called grid converter, which is usually applied to a DC intermediate circuit. This DC intermediate circuit supplies various consumers (e.g. so-called auxiliary operating devices) and / or traction motors of the rail vehicle, for which purpose the DC voltage is usually converted again by a motor converter into a suitable AC voltage. The grid converter is usually also deactivated or disconnected when passing the disconnection point in order to avoid unstable magnetization of the main transformer (e.g. in the absence of a stable primary voltage).

[0011] The grid converter is usually also deactivated or disconnected when passing the separation point.

[0012] A possible sequence of steps when driving through a separation point, in particular a phase separation point, is as follows:

[0013] - by means of a light signal indicating the phase separation point in front, so that the driver can at least partially carry out the following sequence manually; or

[0014] The preceding phase separation point is detected by means of a (preferably driver-independent) rail vehicle control system, for example by means of a so-called ATC system (Automatic Train Control), so that the following sequence is at least partially automatically executed:

[0015] - Reduce traction power;

[0016] - disconnect the grid converter;

[0017] - The onboard electrical system and / or the DC intermediate circuit of the rail vehicle is supplied with power from a power source which is different from the external power supply. For example, at least one traction motor, in particular a permanent magnet motor, of the moving rail vehicle can be switched into generator operation in order to generate electrical energy, which can also be referred to as auxiliary braking operation. Alternatively, the onboard electrical system and / or the DC intermediate circuit can be electrically disconnected if the onboard electrical system and / or the DC intermediate circuit are supplied by the main transformer or are connected to the main transformer via a separate (auxiliary operation) winding.

[0018] - Turn on the main switch and pass through the separation point;

[0019] - In the case of autonomous driver control: detecting the voltage applied to the current collector after passing the separation point;

[0020] - Turn off the main switch;

[0021] - starting the grid converter, in particular in order to evenly or slowly recharge the DC link;

[0022] - Improved traction power.

[0023] This sequence is disadvantageous in several respects. On the one hand, the phase separation point cannot be detected in time, especially if this is to be done by the vehicle driver. This can cause the separation point to be driven over with the main switch closed without the traction power being reduced, which can lead to arcs when the separation point is reached. This can lead to damage to the power supply and, in particular, the segment disconnector there and / or the vehicle. In the damage statistics of rail vehicle infrastructure, faulty segment disconnectors appear more often than average.

[0024] Furthermore, frequent opening and closing of the main switch leads to premature wear of this component, which results in costs.

[0025] Furthermore, closing the main switch after passing the phase separation point and reconnecting the main transformer to the voltage of the power supply device results in large inrush currents. This causes high loads on the main transformer and the electrical components connected to it and usually requires correspondingly robust and expensive design of components that are affected by possible inrush currents.

[0026] Furthermore, the previous approach leads to a significant loss of driving dynamics, since the rail vehicle continues to roll only passively (i.e. not driven) for a long period of time. In particular, on high-speed sections, for example, there may be phase separation points with a length of several hundred meters every 15 to 20 km, which leads to a significant loss of driving dynamics. It should be taken into account that the above steps require significantly more time than the time actually required to drive through the separation point. This is caused by the time required to perform the switching process and to actuate the individual components. As described below according to Figure 3 As explained in the curve diagram of , in this case, the traction power must be significantly reduced before entering the separation point, and the traction power can only return to its initial value after leaving the separation point. As a result, a significant speed loss occurs.

[0027] Furthermore, if the onboard electrical system or possible auxiliary operating devices, such as the vehicle air conditioning system or the interior lighting, have to be temporarily shut down, the passengers may experience discomfort if they can no longer be supplied by the switched-off main transformer. This applies in particular to variants in which the onboard electrical system and / or the auxiliary operating devices are connected to the main transformer via separate secondary windings and, for example, not via a DC link.

[0028] Another significant disadvantage occurs when driving into the section of the power supply that is located after the disconnection point. There, large compensation currents sometimes occur in the main transformer, which can damage the main transformer and the components electrically connected to it. Therefore, these components must be designed to be correspondingly robust, which increases costs. In addition, in the case of inadmissibly large compensation currents, protective shutdowns can occur in the drive system of the rail vehicle, which can impair the driving dynamics. Summary of the invention

[0029] It is therefore an object of the present invention to avoid at least some of the above-mentioned disadvantages and in particular to avoid the occurrence of large compensating currents.

[0030] This object is achieved by a method and a rail vehicle having the features of the independent claims. Advantageous expansions are described in the dependent claims. Furthermore, of course, all the initial descriptions and features may also be provided or referred to in the present solution unless otherwise specified or obvious.

[0031] Generally, the invention provides that, in order to avoid large compensation currents, the phase in the preceding section of the current supply device is sensed. In response thereto, the phase of the primary-side voltage of the main transformer is then adjusted. In particular, the phase can be adjusted in such a way that it is approximately the detected phase and / or is as synchronous as possible with the detected phase.

[0032] The phase is preferably adjusted by applying a secondary-side alternating voltage, which induces a primary-side voltage with a defined phase. For example, the primary-side voltage is induced in the main transformer as a function of a magnetic field, which is induced by the secondary-side alternating voltage. The relationship between the secondary-side alternating voltage and the induced phase of the primary-side voltage is known and / or has been determined in advance by means of test runs or simulations.

[0033] According to one embodiment, it can therefore be provided that when passing (i.e. driving over) the phase separation point, the main transformer is not completely switched off, i.e. not completely disconnected from the power supply. Instead, it can be provided that an alternating voltage is applied to the secondary side of the main transformer. In addition to the advantages already explained in terms of the adjustment possibilities for the primary-side phase, this also results in the main transformer remaining at least partially magnetized. In other words, although there is no or at least no normal voltage of the vehicle-external power supply on the primary side in the region of the separation point, the magnetic field of the main transformer can be at least partially maintained.

[0034] This is advantageous primarily in that, after traveling past the disconnection point, when the main transformer is reconnected to the voltage of the power supply, the inrush current can be limited.

[0035] Furthermore, the application of the secondary-side alternating voltage reduces the risk of internal resonances in the main transformer, which can occur when a voltage loss occurs on the primary side when passing the disconnection point. Such resonances can cause damage to the transformer and components electrically connected thereto. The risk of resonances is particularly reliably reduced if, according to the following embodiments, energy is also taken from the main transformer in a defined manner, i.e., attenuated loads are switched to the main transformer. According to the invention, this can be achieved by a converter which is operated as a rectifier and preferably supplies the DC intermediate circuit of the rail vehicle with energy from the main transformer.

[0036] However, the phase adjustment and in particular the synchronization with the preceding phase also means that after the separation point has been passed, traction power can be generated significantly faster than has been the case previously, since the operating state of the main transformer has already been adapted in advance. This improves the driving dynamics and reduces the duration without traction power and the speed loss usually caused thereby. This is further improved by an embodiment in which the main switch remains closed when the separation point is passed.

[0037] In detail, a method is proposed for operating a rail vehicle while passing through a disconnection point in a vehicle-external current supply (for example comprising an overhead line or a fixed contact line, such as a current rail installed above the rail vehicle), wherein the rail vehicle comprises:

[0038] - at least one current collector for receiving electrical energy from (or by) a current supply device;

[0039] - a main transformer for converting the received electrical energy provided on the primary side of the main transformer to a desired voltage level on the secondary side of the main transformer;

[0040] a detection device, which is designed to detect the phase of the alternating current conducted by the current supply device;

[0041] Wherein, the method comprises:

[0042] - detecting the phase position in a section of the power supply device located downstream of the disconnection point by means of a detection device; and

[0043] -Adjusting the phase of the primary side voltage of the main transformer according to the detected phase.

[0044] Thus, according to the method, it can be provided that, in a first operating state, the guide network acts on the collector of the rail vehicle outside the disconnection point via a voltage-carrying current supply device. Thus, electrical energy converted by means of the main transformer can be received or fed in. Conversely, in a second operating state, when passing the disconnection point, the guide network can be inactive and, therefore, no external energy supply and conversion can be performed. Instead, in this state, the alternating voltage is applied only to the secondary side.

[0045] The rail vehicle can include a plurality of individual vehicles or train parts that can be decoupled from each other in principle and move independently of each other. The rail vehicle can be, for example, a train and / or a combination of individual vehicles. Therefore, the components disclosed herein of the rail vehicle can be distributed to a plurality of individual vehicles of such a combination or train. Such a combination preferably includes at least one locomotive and / or a drive vehicle. However, the rail vehicle can also be a single vehicle, for example a single locomotive or a single drive vehicle.

[0046] The disconnection point is preferably a particularly widely used phase disconnection point. The disconnection point can be voltage-free and / or current-free at least in normal operation without interference, so that it can form a neutral section of the power supply device. During the passage of the disconnection point (at least in normal operation without interference), the energy intake from the power grid can be interrupted or reduced by at least half.

[0047] It can generally be provided that the traction power is reduced so that it temporarily assumes a lower value when passing through the separation point than in the subsequent and / or previously travelled (supply) section of the power supply device. The reduction of the traction power can already be started in advance when preparing for the preceding separation point. Optionally, the traction power can be increased again only after leaving the separation point. By reducing the traction power, which can generally also be reduced to zero, the risk of arc formation when entering the phase separation point can be reduced, in particular even when the main switch remains in the closed state. The traction power level can be controlled, for example, by the motor converter explained below.

[0048] In general, any converter mentioned here can be operated in a pulsed manner and / or in the manner of pulse width modulation by means of rapid switching sequences, for example, to generate an envelope as the (fundamental wave) of the alternating voltage.

[0049] As mentioned, the current collector may comprise a pantograph.

[0050] The main transformer is preferably a transformer on the primary side of which the voltage acting on the current collector and thus carried by the power supply device can be applied in a manner known per se. This applies in particular when the main switch between the main transformer and the current collector, which is explained below, is closed.

[0051] Furthermore, the main transformer is provided for converting the voltage carried by the power supply device into a voltage suitable for the operation of the rail vehicle and in particular for reducing the voltage level.

[0052] The primary side of the main transformer is understood to be the side to which the voltage acting on the collector or carried by the power supply can be applied, since the power supply is the main energy source of the main transformer or the rail vehicle. Conversely, the secondary side of the main transformer is to be understood to be the side to which a converter can be connected for supplying a possible DC link, a traction motor or so-called auxiliary operating devices. Depending on the side considered, it can be said that a primary voltage or a secondary voltage is present there.

[0053] As mentioned, the primary side phase can be adjusted by applying a secondary alternating voltage. The relationship between the secondary voltage and the primary voltage and in particular the phase sum of these voltages and therefore which phases on the secondary side can be adjusted according to which phases on the primary side (and vice versa) is derived from the structural design of the main transformer and / or can be determined in advance by experiments. Information about this relationship can be stored in a storage device of the rail vehicle. The control device of the rail vehicle can then access this information and can then appropriately adjust the alternating voltage on the secondary side. In particular, it can be checked during the passage of the separation point by means of the voltage measuring device explained below whether such a primary voltage is achieved.

[0054] The phase is adjusted here with respect to the detected phase. Preferably, the primary side phase is adjusted and / or the secondary side alternating voltage is generated in such a way that the phase of the voltage on the primary side changes relative to the phase before passing through the separation point. The underlying idea is that, in particular in the case of a phase separation point of the current supply device, the phases present before and after the separation point differ from each other, which is also detected accordingly. Therefore, it is also preferred to generate the alternating voltage in such a way that the phase of the primary voltage changes relative to the state before entering the separation point. This can reduce the effort of synchronization with the new phase when leaving the separation point.

[0055] In general, reference may be made here to the fundamental wave of the secondary and / or primary voltage, in particular in connection with the adjustment and synchronization process of these voltages described here. More precisely, in the synchronization explained below, the fundamental wave of the generated voltage and in particular the fundamental wave of the primary voltage generated due to the alternating voltage applied on the secondary side of the main transformer may be taken into account. This should be as consistent as possible with the fundamental wave of the desired phase of the power supply device. This takes into account the fact that the mentioned voltages may also have other wave components or oscillating components, for example in the form of harmonics.

[0056] The detection device can detect the phase of the current supply device in a section immediately after the separation point and / or between the separation point currently passed and the subsequent separation point. By positioning the detection device explained below, the section of the current supply device that interacts (or measures) in a sensory manner to determine the phase can be ahead of the current collector and / or the separation point, specifically ahead of up to the length of the entire rail vehicle, but at least ahead of half the length of the rail vehicle. For example, the detection device can be positioned in front of the current collector when viewed in the direction of travel, so that the preceding phase is determined before the current collector passes from the separation point into the current supply section (contact wire section) with this phase. This results in a time advantage that can be used to adjust the phase before reaching the current supply section.

[0057] According to one aspect of the method and the rail vehicle, the detection device can be positioned at least one meter and for example several meters apart from the (energy receiving) collector, for example at least 10m, preferably at least 30m or at least 100m. The detection device and the collector can be positioned in different halves or at different ends of the rail vehicle, for example at the front end and the rear end. The half can be observed along the longitudinal axis of the rail vehicle, i.e. the first (front) half length and the second (rear) half length. The ends can be located respectively between the front or rearmost door and the physical end of the rail vehicle observed in the longitudinal direction. If, as explained in conjunction with the accompanying drawings, not only a detection device that can be selectively operated is provided at both ends, but also a collector that can be selectively operated is provided, then the detection device on the front end and the collector on the rear end can be operated or activated. The collector and the detection device can also be installed on different carriages and / or individual vehicles. For example, they can be spaced apart from each other by multiple carriage lengths of the rail vehicle.

[0058] The greater the distance, the greater the time advantage remaining for adjusting the primary voltage after detecting the phase. The distance is preferably selected such that it is greater than the specified length or average length of the separation point in the rail traffic network in which the rail vehicle travels. The detection device can then already detect the phase in the current supply section immediately after the separation point while the current collector is still in the separation point. In addition, a large length portion of the separation point is also retained in order to perform synchronization before the current collector enters the subsequent current supply section.

[0059] If this refers to a “front” section or a general position specification in the sense of “in front” or “behind”, this may relate to the direction of travel of the rail vehicle.

[0060] The detection device can sense the phase in a sensory manner. The detection device can in particular move together with the rail vehicle and sense or measure a section of the current supply device (in particular the contact wire) opposite the detection device in a sensory manner. The detection device (or at least a measuring unit behind the detection device) can be positioned, for example, in or on the roof region of the rail vehicle and can sense the contact wire section located above the roof region.

[0061] The detection device can provide a detection signal (for example via a measuring unit integrated therein), which can be evaluated by an evaluation device of the detection device for determining the phase. The evaluation device can be integrated into a control device of the rail vehicle and / or can be spatially separated from the measuring unit. The detection device can operate contactlessly and / or detect the relevant information contactlessly. More precisely, the detection device does not contact the current supply device during the detection. If reference is made here to the positioning of the detection device, this can only relate to one possible measuring unit.

[0062] An example of a suitable detection device can be found in EP 3 182 142 A, in particular the Figure 1 In the form of a device 1 in FIG. The sensor element or capacitor unit there can generate a voltage itself in response to the voltage acting in the power supply. The time curve of these generated voltages follows the time curve of the power supply, so that the phase of the power supply can also be determined from this. For example, the capacitor unit acts as a capacitive voltage divider, wherein the voltage dropping here follows the curve of the power supply in its curve, which makes it possible to deduce the phase.

[0063] As an alternative to a detection device operating capacitively and / or in the manner of a voltage divider, a field sensor (or also called a field mill) is also conceivable as a detection device (or at least as a measuring unit of a detection device).

[0064] The sensor elements or capacitor units there can themselves generate currents in response to the current conducted in the power supply. The time curve of these generated currents follows the time curve of the power supply, so that the phase of the power supply can also be determined from this.

[0065] The phase position of the primary voltage is preferably adjusted in such a way that it is synchronized with the (expected or measured) phase position after the disconnection point at least to such an extent that the possible compensation current does not exceed a permissible maximum value. The permissible maximum value can define a limit, after which an increased risk of a protective shutdown can be expected.

[0066] In particular, according to one aspect of the method and the rail vehicle, it can be provided that the phase of the change or adjustment (of the main transformer primary voltage) corresponds to the detected phase of the power supply downstream of the disconnection point or does not differ from this phase downstream of the disconnection point by more than a maximum permissible difference. The maximum permissible difference can be selected such that no impermissibly large equalizing currents occur before the maximum difference is reached, in particular equalizing currents that do not exceed the above-mentioned permissible maximum value.

[0067] How the alternating voltage on the secondary side must be selected in order to achieve a synchronization which satisfies the conditions described here with respect to compensation currents and / or phase differences can be determined with the aid of simulations or test drives.

[0068] According to a preferred variant of the method and the rail vehicle, sufficient synchronization exists at a phase difference of not more than 135°, in particular not more than 120°, ie, at such a phase difference no impermissibly large equalization currents occur as desired.

[0069] Generally, the fundamental wave of the generated voltage, in particular the fundamental wave of the primary voltage of the main transformer generated by the alternating voltage applied on the secondary side, can be taken into account during synchronization. This fundamental wave should be as consistent as possible with the fundamental wave of the expected phase.

[0070] The phase position can usually be adjusted autonomously by the driver and can be controlled, for example, by a control device of the rail vehicle (for example, by actuating a converter that generates the secondary-side alternating voltage). However, it is also possible to adjust the phase position manually, for example, by manually presetting the secondary-side alternating voltage. Which phase positions are present on the primary side can be checked, for example, in the connection between the main transformer and the collector, by means of a voltage measuring device or a current measuring device explained below.

[0071] The disconnection point of the rail vehicle via the current supply device can be detected by the driver, for example by means of a light signal, or can be detected automatically (for example based on the voltage detected at the collector or on the primary side of the main transformer). Similar to existing solutions, the traction power can then be reduced by the driver or automatically. Subsequent steps, such as applying an alternating voltage or all the measures described further here, can in principle be initiated by the driver or automatically.

[0072] As explained, one embodiment of the method and the rail vehicle provides that the phase of the primary-side voltage is adjusted by applying the secondary-side voltage to the main transformer. The alternating voltage can be applied to the secondary side of the main transformer for phase adjustment by a suitable alternating voltage generator. As explained in more detail below, the alternating voltage generator is preferably an existing converter, in particular a grid converter operated as an inverter. The converter is preferably supplied with power from a power source or from an electric energy generator of the rail vehicle and converts the electric energy into an alternating voltage, which acts on the secondary side of the main transformer.

[0073] By applying the alternating voltage on the secondary side, the magnetic field of the main transformer is at least partially maintained, which brings the advantages discussed above, such as avoiding inrush currents. In addition, a primary voltage is also induced on the primary side of the main transformer and the phase of the primary voltage can be adjusted, as is generally desired according to the invention.

[0074] According to one embodiment of the method and the rail vehicle, the phase is adjusted when the rail vehicle and in particular the current collector passes through the separation point (i.e. is still in the separation point or has just entered the separation point). If this refers to the operating state of the rail vehicle passing through the separation point or "while the rail vehicle passes through the separation point", it can be understood that at least one section of the rail vehicle passes through the separation point or is below the separation point. In particular, the current collector and preferably all and / or the only current collector in contact with the power supply device can pass through the separation point. Other sections and / or components of the rail vehicle, such as a detection device or a drive vehicle traveling forward, can, on the other hand, already be outside the separation point.

[0075] In other words, a disconnection point is used in which no energy is usually absorbed in order to prepare the main transformer for the subsequent power supply section and the phase of the AC current present there. It has been shown that even at high speeds, the existing disconnection point length of, for example, 200 m is sufficient to change the phase of the main transformer and in particular to adjust it to the desired phase. This embodiment makes advantageous use of this situation without causing additional losses in driving dynamics or otherwise impairing operation by adjusting the main transformer phase.

[0076] Therefore, the length of the separation point can generally be greater than 50 m, in particular greater than 100 m.

[0077] Preferably, the phase adjustment is completed at the latest after leaving the disconnection point and / or entering the new voltage-carrying section of the power supply. If the desired phase adjustment has not yet been achieved, the resulting compensation currents can be tolerated because they are not particularly high due to the at least partial completion of the phase adjustment as desired.

[0078] According to a preferred development of the method and the rail vehicle according to the invention, the rail vehicle further comprises a main switch which is arranged to at least temporarily disconnect (or in other words interrupt) the electrical connection between the current collector and the main transformer when it is opened, and wherein the following occurs:

[0079] -Keep the main switch closed during passage through the separation point.

[0080] The main switch may be constructed according to conventional structural forms. The main switch may be the only switch for selectively disconnecting the electrical connection between the collector and the main transformer. The main switch may include a control device or be operable by a control device of the rail vehicle so as to be selectively opened and closed.

[0081] Since the main switch remains closed despite the passage of the disconnection point and is not temporarily opened as previously, the number of opening and closing operations of the main switch during the travel of the rail vehicle is reduced. This reduces wear and increases the service life of the main switch. Remaining closed also enables the use of any voltage measuring devices and in particular high-voltage converters for sensing the primary voltage generated when it is switched between the collector and the main switch.

[0082] Furthermore, in this regard, it can also be provided that if the phase cannot be successfully detected (for example within a predetermined time interval and / or when passing the separation point), the phase of the primary voltage is adjusted according to the estimated phase. The above function can be provided if the phase cannot be detected when the collector is in the separation point and / or before the collector enters the subsequent voltage-carrying section. In this case, the time advantage discussed above, within which the phase synchronization can be carried out, is lost. Therefore, if there is no detection result or at least no reasonable detection result when reaching the separation point and / or the end of the voltage-carrying current supply section immediately after the separation point, it is possible to start from the estimated phase instead of the detected phase.

[0083] More precisely, in a variant of the method and the rail vehicle, it is possible that, when the phase differences between the individual phases or currents of the power supply network and / or the current supply device are known, an estimate is made as to which phases are expected next (i.e. in the preceding voltage-carrying current supply section). If, for example, it is known that the phase differences between the three phases in the power supply network are each 60°, it can be assumed with sufficient safety that the phases of adjacent supply sections of the current supply device differ from one another, and when reaching the separation point it can be assumed (for example by a control device of the rail vehicle) that the preceding phase differs from the preceding phase by at least +60° or at least -60° (or a positive or negative value of the relative offset). However, in the event of an error, the phase difference may also be 0°. The alternating voltage on the secondary side can then be selected accordingly in order to adjust the primary side voltage according to this estimated phase.

[0084] If the selection is incorrect, a maximum phase difference of, for example, 120° (or twice the relative offset) would not result in inadmissibly large compensating currents when entering the next voltage-carrying section of the power supply. This applies in particular if a load, as described below, is additionally applied to the main transformer, which attenuates such compensating currents.

[0085] Furthermore, in this context, it can also be provided that if, after a first erroneous detection (i.e., unsuccessful detection of the phase, for example in the situation described above), the phase is successfully detected, but this phase differs from the estimated phase, the main switch is opened. This can be a precautionary measure in order to prevent, if necessary, inadmissibly large compensation currents due to an incorrectly estimated phase. In particular, the main switch can then also be temporarily opened and the primary-side phase can be synchronized with the actually detected phase.

[0086] Another embodiment of the method and the rail vehicle provides for measuring the voltage adjusted on the primary side and adapting the alternating voltage on the secondary side based on this voltage. For the measurement, a voltage measuring device already present in known rail vehicles can be used, in particular a so-called high-voltage converter, which appropriately converts the voltage acting on the collector, for example for information processing and electrical safety. The voltage measuring device can be positioned between the collector and the main switch. By preferably keeping the main switch closed according to the invention, the high-voltage converter can also be used for voltage measurement on the primary side of the main transformer during passage through the separation site. This reduces possible transformation or re-planning costs, in particular when refitting existing rail vehicles to implement the solution according to the invention.

[0087] By measuring the voltage set on the primary side (primary voltage), undesirable operating states, such as voltage peaks or resonance effects, can be detected in good time. The alternating voltage on the secondary side can then be appropriately adapted (in particular reduced), for example, by correspondingly controlling the converter that generates the alternating voltage. For this purpose, at least one control device of the rail vehicle can be used. Overall, operational safety is thereby increased by avoiding undesirable operating states. However, by measuring the primary side voltage, it is primarily possible to check whether the desired synchronization with the detected preceding phase is achieved or, for this purpose, the maximum permissible phase difference is not exceeded.

[0088] It has generally been found that if an electrical load is additionally connected to the main transformer in the manner explained below (for example in the form of a further converter in rectifier operation), a greater phase difference can be tolerated than when such a load is not present. Therefore, when such a load is connected, the requirements for synchronization can be lower or a greater phase difference can be accepted. Therefore, in addition to the detected preceding phase, the primary phase can also be adjusted as a function of the load acting on the main transformer.

[0089] All components mentioned here, in particular any converter and / or detection device, can have a sufficiently consistent and in particular synchronous time scale. The phase can be defined with respect to this time scale. For example, a common time signal (clock signal) can be provided for these components, in particular the control device discussed here.

[0090] According to another aspect of the method and the rail vehicle, the rail vehicle further comprises a first converter. The first converter is preferably selectively operable as a rectifier for rectifying a voltage converted by the main transformer for supplying a DC intermediate circuit of the rail vehicle, or as an inverter for supplying the main transformer with electrical energy from the DC intermediate circuit. In this aspect, the method preferably comprises:

[0091] When the rail vehicle passes through the disconnection point of the power supply device, the first converter is operated as an inverter to generate an alternating voltage.

[0092] The above-mentioned converter is here only exemplarily referred to as a "first" converter in order to distinguish it from the optional "further" converter explained below. The first converter and the further converter can be constructed identically in principle, but are preferably connected to different and in particular separately assigned secondary windings (or in other words secondary coils) of the main transformer.

[0093] The first converter can be a so-called grid converter. This grid converter is characterized in that it rectifies the secondary voltage of the main transformer in order to supply a DC intermediate circuit. In a manner known per se and as explained in more detail in conjunction with the rail vehicle according to the invention, the DC intermediate circuit can usually supply electrical energy to at least one auxiliary operating device and / or an onboard electrical system and / or at least one motor converter and / or (at least indirectly) at least one traction motor of the rail vehicle.

[0094] In a manner known per se, the converter can include semiconductor switching elements which can be appropriately controlled or switched for operation as an inverter or rectifier.

[0095] In order to supply the first converter with electrical energy, various electrical energy sources of the rail vehicle can be used. For example, a rechargeable electrical energy storage device in the form of a battery can be provided.

[0096] Additionally or alternatively, the traction motor of the moving rail vehicle can be operated as a generator (auxiliary braking operation). The electrical energy generated in this way can be used by the first converter to generate an alternating voltage and to apply this alternating voltage to the secondary side of the main transformer. It can therefore be provided in particular that the auxiliary braking operation is activated when passing through the disconnection point in order to supply energy to the DC intermediate circuit. The DC intermediate circuit can then supply power to the first converter.

[0097] With any of the energy sources mentioned above, it is also possible to provide for operating the onboard electrical system and / or auxiliary operating devices of the type described here, and to continue to supply electrical energy even when passing through a separation point. This improves passenger comfort, since auxiliary operating devices, such as vehicle air conditioning, interior lighting and traction motor fans, can continue to be operated without interruption even when passing through a separation point.

[0098] An extension of the method and the rail vehicle provides that during the passage through the separation point, another converter is operated as a rectifier and is supplied with electrical energy from the main transformer. The other converter is preferably also a grid converter of the type described above, which can be connected to the main transformer via its own secondary winding, that is, in particular via a secondary winding different from the first converter. The other converter is supplied with electrical energy from the main transformer via the other converter, and the other converter forms a defined electrical load. In this case, the effective power of the other converter, which is greater than 1 kW, can ensure sufficiently stable conditions. At least in the described operating state, it is not necessary to fully power the on-board electrical system or possible auxiliary operating devices via the converter, because, for example, a DC intermediate circuit powered by auxiliary braking operation or energy storage can also be used.

[0099] The connection of such a load also helps to prevent resonances that endanger operational safety and that would occur if the primary-side voltage supply were disconnected when passing through the separation point. It has been shown that the load of the further converter has a damping effect on such resonances, in particular in conjunction with the alternating voltage applied to the secondary side and thus the maintained magnetization of the main transformer. In particular, it is thereby possible to at least partially compensate for any resonances that may form, which may form because the inductances and parasitic capacitances in the non-ideal main transformer form an arrangement that can oscillate. This arrangement, together with the accompanying voltage changes, can excite oscillations when entering the phase separation point.

[0100] Alternatively or additionally, a defined electrical load can also be provided in that at least one traction motor of the rail vehicle generates traction energy when passing through the separation point, wherein the electrical energy required for this is generated by another traction motor operated in auxiliary braking operation. In this case, the energy generated by the other traction motor is preferably used via the first converter described above for magnetizing the main transformer (i.e. for applying an alternating voltage there). Conversely, the traction motor operated for generating traction energy is preferably supplied with electrical energy from the main transformer via the further converter described above. The advantages described above thus occur because the magnetization is maintained while the load on the main transformer is limited.

[0101] The invention also relates to a rail vehicle (for example in the form of a combination of a plurality of individual vehicles, preferably with at least one locomotive or at least one drive vehicle, or in the form of individual vehicles, in particular a locomotive or a drive vehicle). The rail vehicle has:

[0102] - at least one current collector for receiving electrical energy from (or by) a current supply device external to the vehicle;

[0103] - a main transformer for converting the received electrical energy provided on the primary side of the main transformer to a desired voltage level on the secondary side of the main transformer;

[0104] - a detection device, which is configured to detect the phase of the alternating current conducted by the current supply device; and

[0105] - A control device arranged to adjust the phase of the primary side voltage of the main transformer in dependence on the detected phase.

[0106] The rail vehicle may include any extensions and any other features in order to provide or implement all of the above-mentioned or described steps, operating states and functions. The rail vehicle may in particular be configured to implement a method according to any of the above-mentioned or described aspects. All of the above-mentioned embodiments and extensions of the method features may also be applicable to the vehicle features of the same name or be provided in these vehicle features of the same name.

[0107] In particular, the rail vehicle can include at least one converter, for example a grid converter according to any of the above-mentioned aspects, and a control device, wherein the control device is configured to control the converter in such a way that the converter operates as an inverter when passing through a separation point, generates an alternating voltage acting on the secondary side and thereby adjusts the phase.

[0108] The control device can be designed as a component of the converter or can be spatially integrated with the converter. Other possible variants and features of the control device are discussed below. In addition, the control device (or a further or additional control device of the rail vehicle) is preferably configured to implement or promote the following measures individually or in any combination:

[0109] - keeping the main switch closed when passing through the separation point, for example by issuing a corresponding closing command or preventing an opening command from being issued;

[0110] - adapting the alternating voltage on the secondary side based on the voltage measured on the primary side, wherein the control device can use measurement results from a voltage measuring device, in particular a high-voltage converter of the rail vehicle, for this purpose;

[0111] - the phase of the voltage on the primary side is changed relative to the phase before passing through the disconnection point, for which the secondary side alternating voltage can be appropriately adjusted. The adaptation can be carried out in the manner explained above so that the changed phase corresponds to the detected phase of the power supply device after the disconnection point;

[0112] The rail vehicle may further comprise a first converter which can be selectively operated as a rectifier for rectifying the voltage converted by the main transformer for supplying a DC intermediate circuit of the rail vehicle, or as an inverter for supplying the main transformer with electrical energy from the DC intermediate circuit. The control device may be configured to operate the first converter as an inverter for generating a secondary-side alternating voltage when the rail vehicle passes through a disconnection point of the power supply device and / or to operate the first converter as a rectifier, in particular after passing through the disconnection point.

[0113] Auxiliary operating devices of the rail vehicle (e.g. fans, interior lighting, vehicle air conditioning) can be supplied from the DC intermediate circuit via a so-called onboard circuit (preferably also under the control of the control device). The rail vehicle also preferably comprises at least one traction motor which can also be driven with energy from the DC intermediate circuit. For this purpose, a motor converter can be provided which converts the intermediate circuit voltage into an alternating voltage suitable for operating the traction motor. Furthermore, the control device is preferably connected to the detection device and receives from it signals about the detected phase position and / or about reaching or not reaching the disconnection point.

[0114] As an alternative electrical energy source for the auxiliary operating device, the traction motor or the first converter, the rail vehicle can also include at least one electrical energy storage device (for example in the form of a battery). In addition, the above-mentioned auxiliary braking operation can be activated (for example by the control device), in which one of the traction motors is operated as a generator and feeds electrical energy back into the DC link circuit, for example by rectification with the aid of a motor converter.

[0115] The rail vehicle may also include a further converter which can be operated as a rectifier when passing through the separation point and can be supplied with electrical energy from the main transformer. The converter may also be a grid converter and can be operated selectively as a rectifier or inverter. The desired operating mode can be set by actuation with the aid of the control device.

[0116] The control device can include at least one processor device, which preferably has at least one microprocessor. The processor device can be configured to execute program instructions, which are stored, for example, on a storage device, preferably for digital information. The control device can thereby cause the rail vehicle to implement all the method steps and method measures described herein. The control device can in particular implement all the functions of an ATC system described herein or provide such an ATC system or be included by an ATC system.

[0117] The control device can be integrated into a single unit of the rail vehicle or a single superordinate component, for example into the converter. The control device can also include a plurality of (electronic and / or digital) controllers, which are distributed in the rail vehicle and preferably each include a processing device. Preferably, at least some of the distributed controllers are configured to communicate with each other. One of the controllers can be a central controller and can receive information from other controllers and / or control other controllers for implementing the steps and measures according to the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0118] The following is an explanation of the embodiments of the present invention based on the schematic drawings. Here, features that are identical in type and / or function may be provided with the same reference numerals in all drawings. The drawings show:

[0119] Figure 1 A view of a rail vehicle according to the invention according to one embodiment of the invention, wherein the rail vehicle carries out the method according to the invention;

[0120] Figure 2 Show Figure 1 A schematic view of a drive system of a rail vehicle;

[0121] Figure 3 a graph illustrating the speed and traction power profile when passing through a separation point; and

[0122] Figure 4 Depend on Figure 1 and 2 Flow chart of a method implemented in a rail vehicle. DETAILED DESCRIPTION

[0123] exist Figure 1 1 shows a rail vehicle 10 according to an exemplary embodiment of the present invention. The rail vehicle 10 comprises a combination of a single vehicle in the form of an intermediate vehicle 11 and two drive vehicles 13. The components of the rail vehicle 10 explained here can in principle be distributed in any manner on the intermediate vehicle 11 and the drive vehicle 13. However, only one of the single vehicles 11, 13 can also include all of these components and form the rail vehicle 10 in the sense of the present disclosure.

[0124] The rail vehicle 10 can also be coupled to a similar rail vehicle 10 that is traveling ahead, for example. Each of these mutually coupled rail vehicles 10 can then be operated independently of one another in the manner described below.

[0125] The rail vehicle 10 travels on a track section 12, along which an overhead line system 14 extends. The overhead line system 14 forms a vehicle-external current supply 15. The overhead line system comprises, in a manner known per se, utility poles 16, the distances of which relative to one another and all other dimensional relationships are also determined by the above. Figure 1 It is only shown schematically.

[0126] Voltage-carrying contact wire sections 18 extend between the poles 16. Each of these contact wire sections 18 is supplied with power from its own transformer substation 20, wherein each transformer substation 20 is supplied with power from a higher-level power supply network 23 (eg from the national grid).

[0127] In the area of ​​the utility pole 16, adjacent contact wire sections 18 are separated from one another, more precisely electrically insulated from one another, by phase separation points 22. In the exemplary embodiment shown, the phase separation points 22 are not voltage-carrying and therefore form neutral sections of the power supply 15 in which the rail vehicle 10 cannot receive energy.

[0128] This design makes it possible in a known manner to supply the associated contact wire section 18 with a separate AC phase from the three-phase power supply network 23 by each transformer substation 20 in order to avoid unbalanced loads in the power supply network 23. In the example shown, the phases alternate evenly here, so that in each contact wire section 18 there is a different phase than in the preceding contact wire section 18 as viewed in the direction of travel F.

[0129] The rail vehicle 10 has at least one detection device 31, by means of which the phases of the contact wire section 18 can be sensed in a sensory manner. The detection device 31 is positioned so that it is located further forward than the current collector 30 of the rail vehicle 10, as viewed in the travel direction F. Specifically, the detection device is spaced apart from the current collector 30 by almost the entire length of the rail vehicle 10 and therefore by at least 50 m. The detection device 31 is positioned, in particular below the current collector 30, at different ends of the rail vehicle 10.

[0130] The current collector 30 can be in contact with the contact wire section 18 in order to receive electrical energy from the contact wire section 18 . Depending on which contact wire section 18 is currently supplying power to the rail vehicle 10 , an alternating current with different phases is obtained via the current collector 30 .

[0131] It can also be provided that the rail vehicle 10 comprises two current collectors 30 and two phase detection devices 31, wherein a current collector 30 and a phase detection device 31 are arranged at each front and rear end (as viewed in the direction of travel F) of the rail vehicle 10. Then, depending on the current direction of travel F, the current collector 30 located at the rear as viewed in the direction of travel F is preferably raised and contacts the current supply device 15, while the phase detection device 31 located at the front as viewed in the direction of travel F is operated and evaluated.

[0132] The above-described positioning of the detection device 31 can usually be achieved in such a way that the phase of the preceding contact wire section 18 is already detected when the current collector 30 is still in the region of the preceding contact wire section 18 or is in the phase separation region 22. Thus, there is a time advantage before reaching the next contact wire section 18. Within this time advantage, for example, a phase synchronization of the type described here can be performed.

[0133] While traveling in the travel direction F, the rail vehicle 10 passes through a plurality of contact wire sections 18 with different AC voltage phases and a neutral section located therebetween in the form of a phase separation 22. In the region of this phase separation 22, the energy intake from the national grid 23 or the power supply 15 is temporarily interrupted.

[0134] It has already been explained at the outset how this has affected the operation of the rail vehicle 10 to date and what measures have been taken when passing through the phase separation point 22. Figure 2 An alternative according to the invention is explained.

[0135] Figure 2 Showing not shown in detail Figure 1 Schematic simplified drive system 36 of rail vehicle 10. As mentioned, the components of drive system 36 can be distributed in principle to any individual vehicles 11, 13 of rail vehicle 10, but can optionally be combined in one drive vehicle 13. In addition, all the shown components of drive system 36 can be connected to control device 32 in order to transmit signals to it and / or receive control signals from it. This also applies to Figure 1 Phase detection device 31.

[0136] The drive system 36 is electrically connected to the collector 30, also shown. From the collector 30, the received electrical energy is conducted to a likewise conventional main transformer 42 via a conventional high-voltage converter 40 and a conventional main switch 38. The main switch 38 is provided in a known manner for isolating the electrical connection between the collector 30 and the main transformer 42 by selectively opening.

[0137] The high voltage converter 40 can measure the voltage and / or current acting on the primary side of the main transformer 42. Here, the high voltage converter 40 switches between the current collector 20 and the main switch 38 in a conventional manner.

[0138] The internal structure of the main transformer 42 is also shown in a greatly simplified manner. A magnetic core 48 and a primary winding 44 are shown, to which a primary voltage is applied. In addition, a secondary winding 46 is shown, to which a (converted) secondary voltage is applied. When assigning the terms primary and secondary, the main operating state of the main transformer 42 is assumed, in which the electrical energy received via the collector 30 is supplied to the primary side and converted to a secondary voltage for further use in the rail vehicle 10.

[0139] Furthermore, a converter is connected to each secondary winding 46, namely a first converter 50 and a further converter 52. The two converters 50, 52, which can also be referred to as grid converters, can be operated selectively as rectifiers or inverters and are connected to the DC link 51. A traction motor 56 is also connected to the DC link 51, which can be operated selectively as a motor or a generator. A motor converter 54 is connected between the DC link 51 and the traction motor 56, which can in turn be operated selectively as a rectifier (for operation as a generator) or as an inverter (for operation as a motor).

[0140] Auxiliary operating devices 58, not shown in detail, are also connected to the DC link circuit 51 via the onboard electrical system 57. Figure 2 Alternatively, it is also possible that the auxiliary operating device 58 is supplied with electrical energy via a separate secondary winding 46 and independently of the DC intermediate circuit 51 to which the traction motor 56 is also connected. However, even in this case, at least one further converter 52 will be present between the secondary winding 56 and the auxiliary operating device 58, and this converter will operate in the manner explained below.

[0141] For completeness, in Figure 2 32 and the memory device 34 are also shown. In addition, an exemplary communication connection is shown with a dashed line, which can also be provided via the vehicle bus. In principle, the control device 32 can be configured to send control signals via the communication connection to each of the mentioned converters 50, 52, 54 and optionally also to the main switch 38 in order to operate these components in the manner described here. In addition, the control device 32 can also obtain measurement signals via the high-voltage converter 40 but also via the detection device 31.

[0142] If the current collector 20 is in contact with the voltage-carrying contact wire section 18 and the main switch 38 is closed as is usually the case during driving, the single-phase alternating voltage of the power supply 15 acts on the primary side (minus line losses not considered in detail here) on the main transformer 42. The main transformer 42 converts this voltage into a generally lower voltage on the secondary side.

[0143] In this case, the two converters 50, 52 are preferably operated as rectifiers and supply the DC link 51 with the electrical energy provided by the main transformer 42. The DC link 51 supplies a motor converter 54, which generates an alternating voltage for the motor operation of the traction motor 56. Furthermore, auxiliary operating devices 58 are supplied by the DC link 51.

[0144] If the current collector 30 now reaches the neutral section of the phase separation point 22, then according to the prior art the traction force is already automatically or manually reduced in advance, the main switch 38 is opened and the converters 50, 52 are disconnected. This entails the disadvantages discussed at the outset.

[0145] In the exemplary embodiment shown, it is instead provided that, after a preferably automatic or manual return of the traction power, the main switch 38 remains closed even when the phase separation point 22 is passed.

[0146] As in the case of the main switch 38 being opened so far, there is usually no voltage on the primary side of the main transformer 42. However, in order to compensate for the resulting instability of the magnetic field of the main transformer 42, it is preferably provided according to the embodiment that the first converter 50 generates an alternating voltage when passing through the phase-separation point 22, which acts on the corresponding secondary winding 46 of the main transformer 42. In principle, this is also possible when the main switch 38 is opened. As a result, the magnetic field 42 is maintained at least partially limited, and a primary-side voltage is also induced on the primary winding 44. As described, this avoids the main transformer 42 from significantly reducing its magnetization, which would lead to a large surge current when entering the voltage-carrying contact wire section 18 again. Resonance can also be damped thereby.

[0147] In order to supply energy to the first converter 50 from the DC link 51, at least one of the traction motors 56 operates as a generator and converts the traction energy of the rolling rail vehicle 10 into electrical energy (auxiliary braking operation). Then, the associated motor converter 54 operates as a rectifier.

[0148] However, applying the secondary-side alternating voltage primarily enables the phase of the primary-side voltage to be adjusted, in particular in such a way that the phase matches the detected phase in the preceding contact wire section or does not deviate from the detected phase by more than a maximum permissible phase difference.

[0149] More precisely, the secondary-side alternating voltage is generated in such a way that the primary-side voltage of the main transformer 42 is synchronized with the phase of the voltage in the preceding contact wire section 18. For this purpose, the control device 32 receives a signal from the phase detection device 31 relating to the detected preceding phase and accordingly actuates the first converter 50. With the aid of this synchronization, large equalization currents can be prevented when driving into the preceding contact wire section 18, which would also delay the re-establishment of the desired traction power due to the required synchronization effort or could lead to a protective shutdown.

[0150] Additionally or alternatively, for example, information about the phase in each contact wire section 18 stored can be read from the storage device 34, and the control device 32 can control the first converter 50 accordingly on this basis. For this purpose, the control device 32 can perform position recognition, for example, based on a GPS signal or based on a position marker, such as the position marker can be automatically recognized by the ATC system. Then, in this way, the current and / or previous contact wire section 18 can be identified, and information about the phase stored or queryable for the contact wire section 18 can be obtained. This information can be used to verify the phase preferably detected contactlessly by the detection device 31.

[0151] Another alternative is described throughout this description in which only the preceding phase is estimated, assuming that it is different from the phase just passing. This is particularly effective when the detection of the preceding phase fails when the current collector 20 is in the phase separation region 22 .

[0152] Furthermore, in this exemplary embodiment, it is preferably provided that the further converter 52 is also not disconnected, but is operated as a rectifier and is supplied with power from the main transformer 42. More precisely, the further converter 52 converts the secondary voltage present at the associated secondary winding 46 and thus supplies the DC intermediate circuit 51. As a result, the auxiliary operating device 58 can continue to operate despite the fact that there is no sufficient energy supply via the power supply device 15 due to the phase separation point 22.

[0153] As illustrated schematically, the auxiliary operating device 58 is thus supplied by means of an energy flow extending via the first converter 50, the main transformer 42 and the further converter 52. The main transformer 42 is thereby further stabilized and in particular resonances of the magnetic field which may occur due to changes in the primary-side voltage 44 are particularly effectively damped. However, any compensation currents are damped primarily in the absence of synchronization and greater phase differences between the adjusted phase and the detected phase can be accepted.

[0154] Alternatively, it is also possible to operate one of the traction motors 56 as an electric motor in order to increase the electrical load that the main transformer 42 has to supply. It is particularly important that the electrical load in the form of the auxiliary operating device 58 is below the desired minimum load. This can be checked by the control device 32 of the rail vehicle 10 and activated as required.

[0155] from Figure 3 The effect of this approach is intuitively shown in the graphs of . In the upper graph, the speed curve V that occurs when the phase separation point 22 is passed is plotted on the time axis t. In the lower graph, the curve of the traction power T that occurs when the phase separation point 22 is passed is plotted on the time axis t, wherein the curves obtained with the solution according to the invention are respectively shown with solid lines. The curves obtained with the previous solutions according to the prior art are shown with dashed lines, in which the drive system 36 is electrically switched off and in particular the main transformer 42 is no longer supplied with voltage.

[0156] In the upper graph, it can be seen in a solid line that the current collector 20 of the rail vehicle 10 reaches the phase separation point 22 at the time T1, from which the energy intake from the power supply device 15 is interrupted. The speed then begins to decrease, because the traction power is automatically reduced by means of the driver's autonomous ATC control. The end of the phase separation point 22 is reached at the time T2, and the traction power begins to increase again (also preferably by means of the driver's autonomous ATC control). The rail vehicle 10 then reaches the initial speed before the phase separation point 22 again at the time T3. In this case, the primary-side phase change that takes place in the time period between the times T1 and T2 is also described below according to Figure 4 Since the adjustment is completed at time T3 when the end of the phase separation point 22 is reached, the rail vehicle 10 can be accelerated accordingly quickly and delays can be avoided.

[0157] By means of the detection device 31 or by means of Figure 1The measurement of the high-voltage converter 40 can be used to perform state recognition, which can recognize the entry and exit of the phase-separation point 22. The above-mentioned components can transmit corresponding signals to the control device 32, which then takes the described measures. In general and not limited to the details of the exemplary embodiment, the control device 32 of the rail vehicle 10 can implement and / or provide any ATC function described here.

[0158] In contrast, it can be seen in the dashed curve according to the prior art that, since the main switch 38 was opened beforehand, a speed drop already occurs at time T0 before reaching the phase separation point 22. Furthermore, the deceleration continues until beyond time T3 and leaving the phase separation point 22, since then the main switch 38 must first be closed again and the further measures described at the beginning must be taken before the generation of traction energy can be resumed. Therefore, the initial speed is not reached again until a significantly later time T5. If the primary-side phase is not properly adjusted and the compensating current that first occurs impairs the performance of the main transformer 42 or the main transformer even has to be shut down for protection, then reaching time T5 can only be delayed.

[0159] It can thus be seen that the solution according to the invention offers significant advantages in terms of driving dynamics, since the period (T1-T3) during which no traction energy is generated is significantly shorter than the period (T0-T5) in the prior art. As a result, the minimum speed (at T2) drops less than in the prior art (at T4) and the initial speed is reached earlier (see T3 compared to T5).

[0160] exist Figure 3 In the graph below, the course of the traction power T generated by the rail vehicle 10 is shown at the same points in time T0-T4. At the point in time T1 (arrival of the phase separation point 22), the traction power T begins to decrease in the solid line course according to the invention, specifically preferably only in steps or gradually, in order to limit sudden deceleration and the occurrence of overvoltages. This continues until the end of the phase separation point 22 is reached, before the point in time T2. From this point in time T2, the traction power T then immediately begins to increase again due to the appropriately adjusted primary-side phase. The traction power T can be reduced to zero or to a significantly reduced value, wherein at Figure 3 The spacing to the lower axis is ensured at the bottom only for illustration reasons.

[0161] In the dashed line according to the prior art, the main switch 38 is already reopened at time T0 before reaching the phase separation point 22 and the traction power T therefore starts to decrease in advance. The traction power then increases again only at time T4, wherein this time T4 is significantly after time T2, when the end of the phase separation point 22 is reached. The reason for this is the time delay, since the renewed application of voltage must be detected, and then the main switch 38 that was then opened must be closed again, and then the previously disconnected converters 50, 52 can be started again. Compared to the solution according to the invention, this also intuitively shows the power loss when the rail vehicle 10 passes the phase separation point 22.

[0162] Finally, in Figure 4 Reference Figures 1 to 3 Flowchart illustrating the method according to the invention. Unless otherwise stated or apparent, the sequence of steps described here does not impose a mandatory chronological sequence.

[0163] In step S1, the driver detects the reaching of the phase separation point 22, for example autonomously, via the control device 32 in cooperation with the detection device 31 and / or by measuring the applied voltage with the aid of the high-voltage converter 40. In this case, the relative distance of the detection device 31 and the current collector 30 can also be taken into account in order to determine by calculation when the current collector 30 enters the phase separation point 22 due to the corresponding detection by the detection device 31 and taking into account the current vehicle speed.

[0164] In step S2, the main switch 38 is preferably, but not necessarily, kept closed. This may include: the control device 32 suppresses a corresponding opening signal sent by other control devices, or in principle does not generate a corresponding opening signal. Therefore, step S2 is not necessarily related to the action actually performed.

[0165] In step S3, the phase is detected by means of the detection device 31. Due to the positioning of the detection device 31 relative to the current collector 30, it can be assumed with sufficient safety that the phase of the current acting in the contact wire section 18 immediately after the separation point 22 is determined here. In addition, the detection device 31 will not determine any electrical characteristics other than zero in the phase-separation point 22, so that the presence of the detection signal already proves the measurement of the corresponding contact wire section 18.

[0166] In step S4, the first converter 50 is then operated as an inverter (for example, under control by the control device 32) and is supplied with power from the DC intermediate circuit 51. The generated alternating voltage acts on the secondary side of the main transformer 42 and generates a primary-side voltage, which is generated according to the phase detected by the detection device 31. More precisely, the alternating voltage is generated in such a way that the phase of the generated primary-side voltage is as synchronous as possible, that is, consistent with the detected phase of the preceding contact wire section 18.

[0167] According to one embodiment, it is also possible to measure the voltage generated on the primary side and to appropriately adapt the operation of the first converter 50 or the AC voltage generated thereby, for example, by means of a high-voltage converter 40, which can be used in the same way as for measuring the primary-side voltage because the main switch 38 remains closed. This can ensure, for example, that the desired phase position of the primary voltage is adjusted.

[0168] In a step S5 , which can also be carried out before or simultaneously with step S4 , an electrical load is then applied to the main transformer 42 by means of the further converter 52 in the manner described above.

[0169] In step S6 , the phase separation point 22 is left (for example again with the aid of the high-voltage converter 40 ). The first converter 50 is then operated again as a rectifier and the traction power T of the rail vehicle 10 is preferably increased autonomously by the driver.

[0170] Since the magnetization of the main transformer 42 is maintained, no significant surge current occurs in step S5. In addition, the synchronization of the phase of the primary voltage with the phase after the phase separation point 22 prevents large compensation currents, that is, large compensation currents are set on the primary side in a targeted manner according to the detected preceding phase. As a result, the main transformer 42 can be fully functional again, especially in advance, which limits the loss of driving dynamics and avoids protective shutdowns. In addition, by preferably keeping the main switch 38 closed, the time loss that would occur with opening and closing again is avoided. The main switch 38 is also less loaded and subjected to less wear due to the elimination of the opening and closing process.

Claims

1. A method for operating a rail vehicle (10) while passing through a disconnection point (22) in a current supply device external to the vehicle, wherein: The rail vehicle (10) comprises: - at least one current collector (30) for receiving electrical energy from said current supply means (15); - a main transformer (42) for converting received electrical energy provided on the primary side of said main transformer (42) to a desired voltage level on the secondary side of said main transformer (42); - a detection device (31) which is arranged to detect the phase of the alternating current conducted by the current supply device (15); a main switch (38) arranged to at least temporarily disconnect the electrical connection between the current collector (30) and the main transformer (42) when it is opened, Wherein, the method comprises: - detecting the phase position in a section of the power supply device (15) located downstream of the disconnection point (22) by means of the detection device (31); and - adjusting the phase of the primary side voltage of the main transformer (42) according to the detected phase, - keeping the main switch (38) closed during passage through the separation point (22), When the rail vehicle (10) passes through a disconnection point (22) in the power supply device (15), an alternating voltage is applied to the secondary side of the main transformer (42) via a first current converter (50) operated as a rectifier.

2. The method according to claim 1, in, When the rail vehicle (10) passes through the separation point (22), the phase is adjusted.

3. The method according to any one of the preceding claims, in, The phase of the primary side voltage is adjusted by applying the secondary side voltage to the main transformer (42).

4. The method according to claim 1 or 2, in, The adjusted phase corresponds to the detected phase or the phase difference from the detected phase does not exceed a maximum permissible difference.

5. The method according to claim 1 or 2, in, The detection device (31) is positioned more than ten meters away from the current collector (30).

6. The method according to claim 5, in, The detection device (31) and the current collector (30) are positioned in different halves of the rail vehicle (10).

7. The method according to claim 1 or 2, in, If the phase cannot be successfully detected, the phase of the primary side voltage is adjusted according to the estimated phase.

8. The method according to claim 1 or 2, in, If the phase is successfully detected after the first false detection, but the phase is different from the estimated phase, the main switch (38) is opened.

9. The method according to claim 2, in, When the current collector (30) passes through the separation site (22), the phase is adjusted.

10. A rail vehicle (10), comprising: - at least one current collector (30) for receiving electrical energy from a current supply device (15) external to the vehicle; - a main transformer (42) for converting received electrical energy provided on the primary side of said main transformer (42) to a desired voltage level on the secondary side of said main transformer (42); - a detection device (31) which is arranged to detect the phase of the alternating current conducted by the current supply device (15); and - a control device (32) configured to adjust the phase of the primary side voltage of the main transformer (42) according to the detected phase, a main switch (38) which is arranged to at least temporarily disconnect the electrical connection between the current collector (30) and the main transformer (42) when it is opened, wherein the main switch (38) is kept closed during the passage through the disconnection point (22), and when the rail vehicle (10) passes through the disconnection point (22) of the current supply device (15), an AC voltage is applied to the secondary side of the main transformer (42) via a first current converter (50) operated as a rectifier.

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