Method for measuring the actual reduction in energy consumed by a network supplying electric transport vehicles

Abstract

A method for measuring a reduction in energy consumed by a grid supplying power to a fleet of vehicles, the method comprising the following steps: - sending (E1) at least one activation signal to at least one energy-saving device of at least one device during a time interval P, the activation signal being capable of alternately activating and deactivating the energy-saving device during the time interval P; - obtaining (E2) a signal relating to the electrical power consumed by the grid during the time interval P; and - inferring (E3) a reduction in the energy consumed by the electrical grid in response to the activation signal.

Description

Technical Field

[0001] The present invention relates to a method for measuring the actual reduction in energy consumed by a network supplying electric passenger vehicles.

[0002] The present invention is particularly applicable to a fleet of vehicles for rail transportation powered by a power grid, such as trains, subways, trams, trolleybuses, etc. Background Art

[0003] As the transmission grid becomes increasingly busy, the grid powering vehicles may become undersized during peak times.

[0004] Furthermore, passenger transport, and rail transport in particular, is currently one of the largest consumers of electricity in France.

[0005] Therefore, there is a need to reduce the energy consumption of the transmission network, especially during peak consumption periods.

[0006] In electric passenger vehicles such as rail vehicles, the air conditioning system is the highest energy consumer after the vehicle's traction system. For example, in the case of a tram, the air conditioning system's consumption can exceed 50% of the tram's total energy consumption.

[0007] Such onboard air conditioning systems are indispensable in these electric vehicles. As such, these air conditioning systems can not only maintain the temperature in the cabin at a comfortable temperature for passengers according to the outside weather conditions, but also renew the air in the cabin to regulate the CO2 level in the cabin.

[0008] Devices already exist for reducing the energy consumption of air conditioning systems. In particular, the system described in document FR 3051424 enables a given fleet of vehicles to reuse the energy generated by some vehicles during braking phases for the air conditioning systems of other vehicles in the fleet. This system also aims to spread the electrical energy consumption of the fleet's air conditioning systems over time in order to maximize the benefit from the energy generated during braking phases of the fleet's vehicles.

[0009] The energy savings achieved by this system are substantial. However, quantifying these savings presents difficulties. Because the energy savings are still a small percentage of total energy consumption, it is difficult to determine the reduction in energy consumption for the air conditioning system based on the overall energy consumed by the fleet vehicles. In fact, because the magnitude of this reduction is so small, the energy savings are within the noise range of the overall energy consumed by the fleet vehicles. Summary of the Invention

[0010] The present invention aims to provide a technical solution that enables quantification of the actual energy savings of a network powering a fleet of electric transport vehicles.

[0011] In this respect, the invention relates to a method for measuring the reduction in energy consumed by an electrical grid supplying power to a fleet of transport vehicles, at least one vehicle in the fleet comprising:

[0012] - at least one device configured to be powered by the power supply or by electrical energy generated from braking of a vehicle in the fleet of transport vehicles, and

[0013] - energy saving means configured so that, when activated, they generate operating control signals applied to the device taking into account parameters representative of the electrical energy generated from braking of vehicles of the fleet of electric transport vehicles;

[0014] The method comprises the following steps:

[0015] - sending at least one activation signal to at least one energy-saving device of at least one device within a time period P, wherein the activation signal is configured to alternately activate and deactivate the energy-saving device within the time period P;

[0016] - obtaining a signal of the electric power consumed by said grid during said period P; and

[0017] - inferring a reduction in energy consumed by the electrical grid in response to the activation signal.

[0018] Thus, by using activation signals configured to sequentially activate and deactivate energy-saving devices over a period of time, the method enables the assessment of the impact of energy-saving devices on the total consumption of the power grid that supplies the vehicles in a fleet. In effect, the use of energy-saving devices enables the realization of a profit from the electricity generated by certain vehicles in the fleet, enabling the generated energy to be used for the consumption of fleet equipment. In other words, the use of energy-saving devices aims to reduce the energy consumed by the power grid that supplies the fleet of vehicles by consuming (as appropriate) the energy generated by the vehicles in the fleet. Thus, by sequentially activating energy-saving devices, the method enables the quantification of not only the effect of energy-saving devices on the total electricity consumption of a given vehicle, but also the effect of energy-saving devices relative to the power grid that supplies the fleet of vehicles in operation. The assessment can be performed over a long period of time so that isolated events do not lead to an underestimation or overestimation of the energy savings achieved. In the event that multiple vehicles in the fleet are equipped with energy-saving devices, the same activation signal is then sent to each of these energy-saving devices.

[0019] The spectrum of the activation signal may have a maximum amplitude for frequencies at which the spectrum of the signal of power consumed by the network has a minimum amplitude in the absence of the activation signal, ie the energy saving device is continuously activated or deactivated.

[0020] The activation signal may be a digital signal configured to take at least two discrete values, the at least two discrete values ​​including a first value corresponding to activation of the energy saving device and a second value corresponding to deactivation of the energy saving device.

[0021] By selecting the activation signal in this way, the method makes it possible to evaluate the energy savings consumed by a fleet of vehicles, regardless of the usage conditions of the vehicles in the fleet. Indeed, the activation signal must be selected so that it cannot be confused with the physical phenomena that occur during vehicle use (e.g., weather conditions during use and the topology of the rail network). Consequently, the activation and deactivation of the energy-saving device must be implemented so that it is not linked to the usage conditions of the vehicles equipped with such a device.

[0022] The activation signal may include a transition period during which the value of the activation signal is constant, the transition period being longer than the duration of the transition condition of the energy saving device.

[0023] Therefore, the energy saving device can be activated and deactivated upon receiving the activation signal.The duration of the transition period can be obtained by random selection.

[0024] This approach also ensures that changes in activation signals are completely random.

[0025] Inferring a reduction in energy consumed by the network comprises the following sub-steps:

[0026] - calculating the electrical energy consumed by the network during the time period P when the energy saving device is activated;

[0027] - calculating the electrical energy consumed by the network during the period P when the energy saving device is deactivated; and

[0028] - calculating the difference between the average energy consumed by the network when the energy saving device is activated and the average energy consumed by the network when the energy saving device is deactivated.

[0029] Inferring a reduction in the energy consumed by the network includes:

[0030] - calculating a cross-correlation between a signal of total electric power consumed by said network during said period P and said activation signal.

[0031] The vehicles of the fleet of electric transport vehicles may be assigned to a subset of vehicles connected to the same substation of the power supply network, and in this case, the step of obtaining a signal of the electric power consumed by the network during the time period P may comprise the following sub-steps:

[0032] - a signal determining the electric power consumed by each subset of vehicles during said period P;

[0033] - calculating a signal for the total electric power consumed by the vehicles of the fleet of electric transport vehicles by summing the signals for the electric power consumed by each subset of vehicles during the period P; and

[0034] - a signal for inferring the electric power consumed by said network during said period P.

[0035] A signal of the electric power consumed by each subset of electric transportation vehicles may be determined by each substation of the grid and sent to a server.

[0036] The sending step may be performed by the server, which simultaneously sends the same activation signal to each energy-saving device of the fleet of electric transport vehicles.

[0037] The sending step may be performed by a memory carried in each device, the activation signal being stored in the memory.

[0038] Each memory may further include a time t at which the activation signal starts to be sent to the energy-saving device, and the time period P that has elapsed from the time t, during which the activation signal is sent to the energy-saving device.

[0039] The communication between the server, the substations and the energy-saving devices can be carried out through the Internet.

[0040] Other features and advantages of the invention will appear from the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] The invention according to exemplary embodiments will be better understood and its advantages will become more apparent on reading the following detailed description given by way of non-limiting illustrative examples with reference to the accompanying drawings.

[0042] Figure 1 An example of an air conditioning system is shown for which the method of the present document can be implemented.

[0043] Figure 2 The steps of an example of a method for measuring an actual reduction in energy consumed by at least one air conditioning system are presented;

[0044] Figure 3 A first example of an activation signal that may be used in implementing the present method is presented;

[0045] Figure 4 First and second examples of activation signals that may be used in implementing the method are presented;

[0046] Figure 5A A third example of activation signaling is shown;

[0047] Figure 5BDemonstrates the power grid's response to Figure 5A The power response of the activation signal is shown;

[0048] Figure 6 Demonstrate a management system capable of implementing the approach proposed in this document; and

[0049] Figure 7 Shown Figure 3 The server of the management system implements the calculation steps of the method of the present document.

[0050] The same parts shown in the previous figures are identified by the same reference numerals. DETAILED DESCRIPTION

[0051] The invention is applicable to the field of passenger vehicles powered by a power grid, in particular to rail vehicles, whether they are designed for long or short distance travel, such as vehicles for urban rail transport, such as, for example, metros and trams.

[0052] The invention is particularly applicable to a fleet or group of passenger vehicles, each vehicle comprising at least one air conditioning system.

[0053] In particular, the present invention relates to the use of energy-saving devices for reducing the power consumption of onboard equipment of a vehicle. There are many onboard equipment in an electric transport vehicle; air conditioning systems and traction systems can be cited as examples.

[0054] This energy saving device, already subject of patent application FR 3051424, makes it possible in particular to synchronize the electrical energy consumption of the equipment with the operating phases of the transport vehicles in the convoy during the braking phase and thus generate electrical energy through the braking energy recovery device.

[0055] For the sake of simplicity, the present invention is described below using a vehicle air conditioning system as an example of a device. Of course, the present invention can also be applied to any type of device, such as a braking system.

[0056] Rail-based passenger vehicles are typically equipped with multiple air conditioning systems. Throughout this document, an air conditioning system refers to a system capable of cooling or heating one or more compartments of a rail vehicle. An air conditioning system regulates the air conditions within each compartment of a passenger vehicle. For example, each passenger compartment in a rail vehicle may have its own air conditioning system. In other examples, the same air conditioning system may regulate the air conditions within multiple vehicles.

[0057] For simplicity, this document assumes that each passenger vehicle in the vehicle fleet includes a single air conditioning system. However, as mentioned above, a vehicle may include multiple air conditioning systems. For example, a vehicle may include as many air conditioning systems as there are cabins.

[0058] Therefore, in the following, the air conditioning system of the vehicle refers to the air conditioning system associated with at least one vehicle cabin. Furthermore, the temperature of the vehicle refers to the temperature of at least one cabin of the vehicle.

[0059] Figure 1 An air conditioning system comprising an energy saving device is shown. The method according to the invention for measuring the reduction in energy consumed by a network supplying a fleet of electric vehicles can be applied to air conditioning systems whose energy consumption can be reduced by using an energy saving device.

[0060] The air conditioning system 1 is installed in an electric transport vehicle 100. The electric transport vehicle 100 is powered by a power supply network 2.

[0061] The air conditioning system 1 includes at least one actuator, such as a compressor, a fan, a heating resistor, and the like.

[0062] exist Figure 1 In the diagram, only one actuator 3 is shown in order to simplify the diagram. In the example shown, the actuator itself is a compressor 3a, the operation of which is achieved by an electric motor 3b, which is powered by a variable frequency inverter 3c.

[0063] It should be noted that the actuator 3 generates heat (for example in so-called “reversible” air conditioning systems) or cooling.

[0064] The air-conditioning system 1 further comprises a regulating system 6 configured to generate commands 6c for operating actuators, such as commands controlling the speed of the motor 3b actuating the compressor 3a.

[0065] Of course, the commands 6 c for operating the actuator include other commands not shown in the figure, such as a command to control the speed of a fan, a command to switch a heating resistor on and off, and so on.

[0066] The command 6 c for operating the actuator is therefore a signal output from the regulating system 6 .

[0067] The conditioning system 6 receives as input a first set of parameters 6a representing the air conditions.

[0068] In the embodiment shown, the set of parameters 6a representing the air conditions comprises the temperature inside and outside the vehicle 100, and the CO2 level. These parameters are conventional parameters in air conditioning systems. Other parameters, such as humidity, may be used.

[0069] The air conditioning system 1 further includes an energy-saving device. The energy-saving device is configured to send a command 8a to the regulation system 6, causing the regulation system to take into account a second set of parameters 6b. The second set of parameters 6b includes a parameter 6b related to at least one electric transport vehicle in the fleet. The value of the parameter indicates whether the at least one electric transport vehicle consumes electrical energy or whether the at least one electric transport vehicle generates electrical energy.

[0070] It should be noted that the at least one parameter 6b related to at least one electric transport vehicle can be related to the electric transport vehicle on which the air conditioning system 1 is installed, to a second electric transport vehicle powered by the same power supply network 2, or to multiple electric transport vehicles powered by the same power supply network 2.

[0071] The value of parameter 6b associated with at least one electric transport vehicle may depend, for example, on a driving-related action of the vehicle. The driving-related action of the vehicle may be electric braking or traction. Therefore, the parameter representing the driving-related action may be electric braking force or traction force, with the value representing the level of electric braking force or traction force, respectively.

[0072] Thus, for example, the value of a parameter associated with at least one electric transport vehicle may be:

[0073] - a value of electric power, or tractive load, or brake load, or distance, or speed, or acceleration, or

[0074] - a value representing the open state or closed state of a door of the electric transport vehicle (opening and closing of the door are actuated when the vehicle is stopped), or

[0075] - the value of the voltage of the power supply network 2 supplying said at least one electric transport vehicle.

[0076] It should be noted that when an electric transport vehicle equipped with a braking energy recovery device and powered by the power supply network uses its traction motor to brake (driving-related actions are braking actions), if the electric transport vehicle is designed so that the electrical energy generated by its motor is sent back to the power supply network 2, the voltage on the power supply network increases.

[0077] Conversely, when at least one electric transport vehicle supplied by the power supply network 2 exerts traction (the driving-related action is traction), the voltage value of the power supply network decreases.

[0078] In the illustrated embodiment, parameters 6b associated with at least one vehicle include traction, braking, a value indicating whether a door is open or closed, and the measured voltage of the power supply network 2. In one embodiment, accelerometers can be used to infer the train's operational phase, i.e., whether the train is in traction, stopped, or coasting. In other words, parameters associated with traction, braking, and the fact that the vehicle is moving or stopped on the track are inferred from signals from onboard accelerometers in vehicles 100 of the fleet.

[0079] exist Figure 1 In the embodiment described, the air conditioning system further comprises means 7 for measuring the voltage of the power supply network 2 in order to generate values ​​of parameters related to at least one electric transport vehicle supplied by the power supply network 2 as input to the energy saving means 8 .

[0080] The energy-saving device 8 is thus configured to be activated or deactivated by an activation signal 12. When the energy-saving device 8 is activated, it is configured to send a command 8a to the regulation system 6, which is then configured to generate an operating command 6c for the actuators as a function of the value of the parameter 6a representing the air condition and as a function of the value of at least one parameter 6b associated with at least one vehicle 100, the value of the at least one parameter indicating that the at least one electric transport vehicle 100 consumes electrical energy or that the at least one electric transport vehicle 100 generates electrical energy. When the energy-saving device 8 is deactivated, no command 8a is sent to the regulation system 6. In this case, the regulation system is then configured to generate an operating command 6c for the actuators solely as a function of the value of the parameter 6a representing the air condition.

[0081] Of course, only some of the electric transport vehicles may be equipped with such energy-saving devices 8 . In another embodiment, each electric transport vehicle in the fleet may be equipped with one or more energy-saving devices 8 for one or more onboard devices in the vehicle 100 .

[0082] The present invention aims to evaluate the electrical energy savings provided by the use of such an energy saving device 8 in an electrical grid used to power a fleet of vehicles 100 .

[0083] Figure 2 The general principle of a method 20 according to the present document is presented, which aims to measure the actual reduction in energy consumed by a power grid supplying power to a fleet of vehicles comprising one or more vehicles as described in relation to Figure 1 An onboard air conditioning system in an electric vehicle 100 of an electric vehicle fleet is described.

[0084] The air conditioning system 1 operates according to commands 6 c sent by the regulation system 6 using energy provided by the grid to which the vehicle is connected and / or energy generated during braking phases by one or more vehicles 100 of the fleet.

[0085] The method 20 aims to determine the achieved energy savings, ie to quantify the energy difference caused by the activation signal 12 and only by the activation signal.

[0086] The first step S1 of the method 20 is to send, during a time period P, to each energy-saving device 8 of each appliance 1 an activation signal 12 , said activation signal 12 being able to alternately activate and deactivate said energy-saving device 8 during said time interval P.

[0087] This step aims to suspend the action of some or all of the energy saving devices 8 present in the fleet of vehicles. To this end, an activation signal 12 is sent simultaneously to all or some of the energy saving devices 8 present in the fleet.

[0088] Activation signal 12 is a signal configured to activate or deactivate energy-saving device 8 and thereby activate or deactivate the generation of command 8a, so that conditioning system 6 takes parameter 6b into account when generating operating command 6c. Thus, activation signal 12 partially disables energy-saving device 8 and, consequently, suspends consideration of parameter 6b when generating operating command 6c for actuator 3. While energy-saving device 8 is thus disabled, air conditioning system 1 continues to consume energy. In other words, while energy-saving device 8 is disabled, the consumption of air conditioning system 1 is no longer synchronized with the operating phases of the energy-generating vehicles 100 in the fleet (particularly during braking phases and when these vehicles generate energy through devices for recovering braking energy). In this case, air conditioning system 1 is controlled solely based on air condition 6a.

[0089] The second step S2 of the method 20 is to obtain a signal of the electric power consumed during the time period P by the grid supplying the vehicle 100 .

[0090] The signal of the electric power consumed by the grid can be obtained directly via a measuring device provided for the grid to which the vehicle 100 is connected. Of course, it is conceivable that such a measuring device is an on-board measuring device in each vehicle 100 of the fleet. For example, the measuring device may comprise an electric meter.

[0091] The third step S3 of the method 20 is to infer that the energy consumed by the grid in response to the activation signal 12 is reduced.

[0092] The method aims to extract information related to the electric power consumed by the grid based on a signal of the electric power consumed by the grid, which information is similar to the activation signal. In fact, the characteristics of the activation signal 12, i.e. its form, affect the signal of the power consumed by the air conditioning system 1 (which includes the energy saving device 8 receiving the activation signal 12). Figure 7 Explain this in more detail.

[0093] Therefore, the activation signal 12 is selected such that its characteristics cannot be confused with components of the signal of the electrical power consumed by the grid.

[0094] The cross-correlation between the signal of the power consumed by the grid and the activation signal 12 makes it possible to obtain, in addition to information about the similarity between the signal of the power consumed by the grid and the activation signal 12 , also a value for the energy saved.

[0095] For example, Figure 5A By way of example, the figure illustrates an activation signal 12 that can have two values, +1 and −1, corresponding respectively to the activation and deactivation of the consideration of the parameter 6 b by the regulating system in response to the command 8 a sent by the energy saving device 8 .

[0096] Figure 5B The following shows the receiving Figure 5A A signal 50 showing the power consumed by the power supply network of the air-conditioning system 1 is shown as an activation signal.

[0097] The cross-correlation between these two signals 12", 50 is expressed as follows:

[0098]

[0099] where P(t) is the signal 50 of the power consumed by the network and sa(t) is the activation signal 12 .

[0100] In this specific case, the response time of the air conditioning system 1 (i.e., the transition between activation and deactivation of the energy-saving device 8) is considered negligible relative to the variation of the consumed power signal 50. Therefore, the delay time on the x-axis between the network consumed power signal 50 and the activation signal 12" is considered to be zero.

[0101] exist Figure 5A and Figure 5B In the example of , the cross-correlation at 0 (ie, τ = 0) can be decomposed as follows:

[0102]

[0103] Among them E ON and E OFF are, respectively, the average energy consumed by the network when the energy-saving device 8 is active (during the transition period between the instants t1 and t2, and between t3 and t4) and when the energy-saving device 8 is inactive. Thus, the cross-correlation between the activation signal 12 and the signal of the consumed power corresponds to the difference between the average energy consumed by the network when:

[0104] - activation signal 12 disables energy saving device 8 (OFF); and

[0105] - The energy saving device 8 is operational (when the value of the activation signal corresponds to ON).

[0106] This cross-correlation at zero therefore enables the extraction of the energy saved during the period in which the energy saving is assessed, ie the period in which the activation signal is sent.

[0107] Of course, as reference Figure 3 5, the selection of the activation signal 12 enables the calculation of the energy saved to be optimized. In particular, the activation signal 12 must be configured to simultaneously disable the reference signal 12. Figure 1 The energy saving device 8 described and present in all air conditioning systems 1 of the vehicle fleet 100. Furthermore, such deactivation of the energy saving device 8 must not last so long as to make the method 20 effective for the vehicle 100 by means of, for example, Figure 1 The energy savings achieved by the described air-conditioning system 1 have too great an impact.

[0108] Figure 3 、 Figure 4 and Figure 5A An example of an activation signal 12 is shown.

[0109] In the example shown here, the activation signal 12 is a digital signal configured to take two discrete values, for example 1 and 0, each of which corresponds to powering on (ON) and deactivating (OFF) the energy saving device 8, respectively.

[0110] Thus, the activation signal 12 may be a constant variation between two values ​​1 and 0 within a time period P.

[0111] Each of these activation signals 12 is characterized by a transition period. A transition period is the time period between two transitions in the value of the signal from 0 to 1 or vice versa. In other words, this can be the length of time during the period P between two switching operations during which the value of the activation signal 12 is constant.

[0112] exist Figure 3 In a first example of an activation signal 12 , the signal is characterized by transition periods T1 , T2 , T3 , T4 , T5 and T6 .

[0113] therefore, Figure 4 and Figure 5A The examples of activation signals 12 ′ and 12 ″ are also characterized by transition periods (of different lengths).

[0114] As shown, the durations of the transition periods T1, T3, T5 when the signal is 1 and the transition periods T2, T4, and T6 when the signal is 0 are not necessarily the same. Figure 4 In the example shown, the duration of the transition period varies, including between 22 minutes and 31 minutes.

[0115] In one embodiment, the activation signal 12 can be obtained by randomly selecting a transition period value between 20 minutes and 45 minutes, such as Figure 4 and Figure 5A The activation signals 12' and 12" are represented.

[0116] In summary, the sizes of the transition periods T1, T2, T3, T4, T5 and T6 are determined as follows:

[0117] - giving the activation signal 12 its own identity, which cannot be confused with events occurring during the use of the air conditioning system 1 in the vehicle 100. For example, the transition periods T1, T2, T3, T4, T5 and T6 are chosen not to be equal to the travel time of the vehicle 100 between two stations (whether consecutive or not), such as, for example, the terminal stations of the route under consideration.

[0118] - longer than the duration of the transition condition of the energy saving device 8. In fact, the activation signal 12 is sent to each energy saving device 8 and the energy saving device is turned on or off according to the change in the value of the activation signal 12. Therefore, the transition period T1, T2, T3, T4, T5 and T6 must be selected to be longer than the time required for the energy saving device 8 to stabilize after power-up. Figure 1 The stabilization time of the presented energy saving device 8 is on average 90 seconds, so the period may be chosen to be at least three times greater than the stabilization time (270 seconds), and preferably greater than ten times the stabilization time, ie greater than 900 seconds.

[0119] - not disabling the energy-saving device 8 for too long a duration, which would affect the energy savings obtained by using the energy-saving device, i.e. limiting the maximum duration of the transition periods T2, T4 and T6 during which the activation signal is 0 to approximately 20% of the vehicle's operating duration, preferably to 5% of the vehicle's operating duration.

[0120] As an illustration, the time period P may be permanent or have a minimum duration of one day. During the time period P, the activation signal 12 may be sent continuously or discontinuously.

[0121] Activation signal 12 may be sent multiple times within period P. For example, two consecutive transmissions of activation signal 12 may be separated by a pause time, the value of which may be randomly selected. For example, the pause time value may be the result of a random selection of a value between 20 and 45 minutes. This makes it possible, in particular, to reduce the impact of method 20 on the achieved energy savings. The selection of transition periods T1, T2, T3, T4, T5, and T6 is decisive in the selection of activation signal 12, allowing activation signal 12 to be distinguished and differentiated from the characteristics of the power consumed by the grid or generated by vehicles 100 of the fleet.

[0122] For this purpose, activation signal 12 may be selected to have a frequency at which the amplitude of the modulus of the Fourier transform of signal 50 of the power consumed by the grid is minimized, while the modulus of the Fourier transform of activation signal 12 has a maximum amplitude.

[0123] In other words, the spectrum of the power signal 50 consumed by the fleet's power supply network 100 is represented as a function of the modulus of the Fourier transform of the power signal 50 consumed by the grid. Once this first spectrum is obtained, the frequency range where the amplitude of this first spectrum is minimum is determined.

[0124] The activation signal 12 is then determined and configured such that its frequency spectrum according to the Fourier transform modulus representation has a maximum amplitude for a frequency selected within the determined frequency value range.

[0125] Thus, for the determined frequency, the amplitude spectrum of the power 50 consumed by the grid is at a minimum, while the amplitude spectrum of the activation signal 12 is at a maximum.

[0126] Ideally, the activation signal 12 is chosen such that the frequency set of the amplitude of the modulus of the Fourier transform of the activation signal 12 does not intersect the frequency set of the amplitude of the modulus of the Fourier transform of the signal 50 of the power consumed by the grid.

[0127] The activation signal 12 may be sent to only some of the electric transport vehicles 100 in the fleet. In this case, the activation signal 12 may be sent only to a sufficient number of electric vehicles 100. The energy savings of all air conditioning systems 1 of the fleet of vehicles 100 may then be extrapolated.

[0128] The activation signal 12 may not be sent every day. The energy savings average is then extrapolated for the days when the activation signal 12 is sent. This makes it possible to reduce the duration for which the energy saving device is deactivated and thus to save more energy consumed by the device and by the grid.

[0129] The characteristics of the activation signal 12 are selected depending on whether it is desired to evaluate the energy savings achieved over a week, a month or a year of use.

[0130] In one embodiment, energy savings measurements using method 20 may be performed continuously while the fleet of vehicles 100 are being utilized or during a time period referred to as an energy savings assessment period. The time period P may be equal to the energy savings assessment time.

[0131] Therefore, the activation signal 12 described is not related to air conditions nor to the operating conditions of the electric transport vehicle. Therefore, the characteristics of the signal, i.e. the form or specific signature of the activation signal 12, cannot be confused with external phenomena associated with the use of the vehicle 100. The characteristics of the activation signal 12 are representative of the energy consumed by the grid. Figure 6 and Figure 7Describe this in more detail.

[0132] The activation signal 12 may be sent to the energy saving device 8 by a server or by a microprocessor associated with a memory storing information related to the activation signal 12 .

[0133] Figure 6 and Figure 7 The first case is shown.

[0134] In the second case, the air conditioning system 1 carries a programmable card comprising at least a microprocessor coupled to a memory. Furthermore, the memory includes a time t (such as the date and time) at which the activation signal 12 is to be sent to the air conditioning system 6, and a time period P, starting from time t, during which the activation signal 12 is sent to the air conditioning system 6. Thus, all programmable cards are programmed identically, so that the air conditioning systems 1 of the fleet are configured to simultaneously send the activation signal 12 to the energy-saving device 8 at time t within time period P.

[0135] Of course, the user can modify these data in the memory, either in relation to all air conditioning systems 1 or in relation to an air conditioning system 1 capable of communicating information regarding activation signal 12 , time t and time period P to the other air conditioning systems 1 of the fleet.

[0136] If the data in the memory of the air conditioning system 1 are not uniform, a warning is sent to the server, indicating that the calculations related to energy savings are underestimated or overestimated.

[0137] When the fleet of electric transport vehicles 100 includes Figure 1 When the vehicle air conditioning system 1 is used in a plurality of vehicles 100 , an activation signal 12 is sent to each or some of the energy-saving devices 8 at the same time.

[0138] Figure 6 An example of a management system 60 suitable for implementing the method according to the invention is shown.

[0139] The electric transport vehicle 100 is powered by an electrical grid 61 comprising a plurality of substations 62, 63, and 64. Substations 62, 63, and 64 are power supply points of the electrical grid 61 that deliver electrical energy to the network. Substations 62, 63, and 64 may, for example, be energy converters distributed along the network and connected in parallel or in series with the network. There may be different power supply areas, such as catenary power supply areas or ground power supply areas, for example, which are not necessarily connected together. Each substation is equipped with a measuring device or an electric meter 65, 66, and 67 capable of measuring a signal of the electrical power consumed at each of these substations 62, 63, and 64.

[0140] The power measured at each substation 62, 63 and 64 is therefore the power consumed by the set 100a, 100b and 100 of vehicles 100 connected to said substation 62, 63 and 64. For example, the measuring device 62 thus makes it possible to measure the electric power consumed by the set 100a of vehicles 100 connected to and powered by a substation 62.

[0141] Each vehicle 100 in the fleet includes Figure 1 The air conditioning systems 68, 69 and 70 are shown. Each of these air conditioning systems 68, 69 and 70, and in particular each of the energy saving devices 8 under consideration, is configured to simultaneously receive signals such as reference signals. Figure 3 To the activation signal 12 described in FIG. 5 .

[0142] Thus, the electrical power consumed and measured at substations 62 , 63 , and 64 includes the electrical power consumed by the air conditioning systems 68 , 69 , and 70 of the fleet vehicles.

[0143] The power measured at each of these substations 62, 63, and 64 is transmitted to the server 71 during the time period P. The substations 62, 63, and 64 are each connected to the server 71 through a wired connection or a wireless connection.

[0144] Once the server 71 receives the power consumed at each of the substations 62, 63 and 64, a calculation is performed at the server 71 in order to evaluate the energy savings achieved during the period P, as Figure 7 shown.

[0145] In a first stage, a signal of the total electric power consumed by the grid is inferred from the power consumed at each substation 62, 63, and 64 during an evaluation period P for evaluating energy savings, received from the server 71. The signal of the total electric power consumed by the grid is obtained by adding the signal of the electric power consumed by each subset of vehicles 100a, 100b, and 100 of vehicles 100 connected to the substations 62, 63, and 64, respectively, to the Joule heat losses generated by the grid.

[0146] The signal of the total electric power consumed may be filtered using a filter 75 in order to remove from the signal the portion of the electric power corresponding to noise having a distinct and known characteristic.

[0147] For example, traffic signals and public lighting in a station can affect the measured electrical power consumption signal. Indeed, the current draw of traffic signals can cause variations in the power consumed by the grid. The resulting variations can be significant and must therefore be filtered to prevent them from being falsely attributed to device activity. This filtering can be achieved using an algorithm implemented on the server.

[0148] Thus, the filter 75 makes it possible to identify a characteristic of an event associated with the use of the fleet, so as to extract it from the signal of the power consumed by the grid. This characteristic is considered noise and is therefore not taken into account in the rest of the method, in particular in the evaluation of the energy savings achieved.

[0149] Next, a cross-correlation is performed between the signal of the total power consumed by the grid and the activation signal 12 .

[0150] The cross-correlation here consists in identifying, in the signal of the total power consumed by the grid, a power component having a form similar to the characteristics of the activation signal 12. Indeed, given that the action of the energy-saving devices 8 depends on their activation or deactivation by the activation signal 12, the signal of the power consumed by the air-conditioning system 1 is therefore affected.

[0151] As mentioned above, about Figure 5A and 5B , the reduction in energy consumed by the set of air conditioning systems 68, 69 and 70 is inferred from the cross-correlation, this energy reduction being equal to the difference between:

[0152] - the average power consumed by the grid during the period P when the energy-saving device 8 is powered on (E ON );

[0153] - the average power consumed by the grid during the period P when the energy-saving device 8 is not powered on (E OFF );

[0154] The average electrical energy consumed by the grid when the energy saving device 8 is powered corresponds to the energy consumed by the grid during the period P when the activation signal 12 has the value ON. Figure 3 The energy consumed in the transition periods T1, T3 and T5 of the activation signal is shown. The average energy consumed by the grid is then equal to the sum of the energy consumed in the transition periods when the activation signal has the value ON divided by the sum of these transition periods T1, T3 and T5 in the period P.

[0155] Similarly, the average energy consumed by the grid when the energy saving device 8 is off is then equal to the sum of the energy consumed in the transition periods T2 , T4 and T6 in which the activation signal has the value OFF divided by the sum of these transition periods T2 , T4 and T6 in the period P.

[0156] by Figure 3 Taking activation signal 12 as an example, the energy E ON and E OFF is represented as:

[0157] as well as

[0158]

[0159] Based on the average value of these consumed energies E ON and E OFF , can be estimated by using a reference such as Figure 1 The average energy savings achieved by the air conditioning systems 68, 69 and 70 are described.

[0160] Thus, energy savings 74 is equal to the difference between the average energy consumed by the grid when energy saver 8 is active (ie, powered) and the average energy consumed by the grid when energy saver 8 is inactive (ie, not powered).

[0161] The communication between the server 71 and the substations and / or with the air conditioning systems 68 , 69 and 70 of the fleet can be carried out via a two-way wireless link.

[0162] The embodiments described in detail in this application are not intended to be limiting. In particular, the energy-saving device may or may not be integrated into the device on which the energy-saving device acts.

[0163] It should be noted that, in one embodiment, the parameters associated with at least one electric transport vehicle are associated with at least an electric transport vehicle including an energy-saving device.

[0164] In another embodiment, the parameter associated with at least one electric transportation vehicle is associated with at least one electric transportation vehicle other than the electric transportation vehicle including the energy saving device.

[0165] In this embodiment, the parameters associated with at least one electric transport vehicle are associated with a plurality of electric transport vehicles powered by the power supply network.

Claims

1. A method for measuring a reduction in energy consumed by an electrical grid supplying power to a fleet of transport vehicles, at least one vehicle (100) in the fleet comprising: - at least one device configured to be powered by the grid or by electrical energy generated from braking of a vehicle (100) in the fleet of transport vehicles, and - an energy saving device (8) configured so that, when activated, it generates an operating control signal (6c) for the device taking into account a parameter (6b) representing the electrical energy generated from braking of vehicles in the fleet of transport vehicles; The method comprises the following steps: - sending (S1) at least one activation signal (12) to at least one energy-saving device (8) of at least one device (1) within a time period P, said activation signal (12) being configured to alternately activate and deactivate said energy-saving device (8) within said time period P; - obtaining (S2) a signal of the electric power consumed by said grid during said time period P; and - inferring (S3) that the power grid consumes less energy in response to the activation signal (12), comprising the following sub-steps: - calculating the electrical energy consumed by the grid during the time period P when the energy saving device (8) is activated; - calculating the electrical energy consumed by the grid during the time period P when the energy saving device (8) is deactivated; and - calculating the difference between the average energy consumed by the grid when the energy saving device (8) is activated and the average energy consumed by the grid when the energy saving device (8) is deactivated.

2. The method according to claim 1, wherein For frequencies at which the spectrum of the signal (50) of power consumed by the grid in the absence of the activation signal (12) has a minimum amplitude and the spectrum of the activation signal (12) has a maximum amplitude, the energy saving device (8) is permanently activated or deactivated.

3. The method according to claim 1 or 2, wherein: The activation signal (12) is a digital signal configured to take at least two discrete values, the at least two discrete values ​​including a first value corresponding to activation of the energy saving device (8) and a second value corresponding to deactivation of the energy saving device (8).

4. The method according to claim 1 or 2, wherein: The activation signal (12) includes a transition period, during which the value of the activation signal (12) is constant, the transition period being longer than the duration of a transition condition of the energy saving device (8).

5. The method according to claim 4, wherein The duration of the transition period is obtained by random selection.

6. The method according to claim 1 or 2, wherein: Inference (E3) The reduction in energy consumed by the grid includes: - calculating a cross-correlation between a signal representing the total electrical power consumed by the electrical network during the time period P and the activation signal (12).

7. The method according to claim 1 or 2, wherein: The vehicles (100) of the transport vehicle fleet are assigned to a subset of vehicles connected to the same substation of the power grid, and wherein the step of obtaining (E2) a signal of the electric power consumed by the power grid during the time period P comprises the following sub-steps: - a signal determining the electric power consumed by each subset of vehicles during said period P; - calculating a signal of the total electric power consumed by the vehicles (100) in the transport vehicle fleet by summing the signals of the electric power consumed by each subset of vehicles (100) during the time period P; and - a signal for inferring the electrical power consumed by said electrical network during said time period P.

8. The method according to claim 7, wherein: A signal of the electric power consumed by each subset of electric transport vehicles (100) is determined by each substation of the power grid and sent to a server (71).

9. The method according to claim 8, wherein The sending step (S1) is performed by the server (71), which simultaneously sends the same activation signal (12) to each energy-saving device (8) of the transport vehicle fleet.

10. The method according to claim 1 or 2, wherein: The sending step (S1) is performed by a memory carried in each device (1), and the activation signal (12) is stored in the memory.

11. The method according to claim 10, wherein: Each memory also stores the time t at which the activation signal (12) is started to be sent to the energy-saving device (8), and the time period P that has passed since the time t, during which the activation signal (12) is sent to the energy-saving device (8).

Images