Method for managing power consumption of a rail vehicle and rail vehicle with improved power consumption management

Abstract

A method for managing power consumption of a rail vehicle is provided. The power consumption of the rail vehicle is managed by a central control unit of the rail vehicle. The central control unit receives information indicative of an amount of electric traction power required for traction based on a traction demand set by a driver of the rail vehicle or generated by electric dynamic braking. The central control unit additionally receives information indicative of an amount of electric auxiliary power required by individual auxiliary devices from control units of the auxiliary devices. A total available electric power for the rail vehicle, which can be provided by an energy supply line, is determined. If the sum of the electric traction power required for traction and the electric auxiliary power required by the auxiliary devices exceeds the total available electric power, the central control unit prioritizes operation of the auxiliary devices based on the total available electric power and the electric traction power required for traction to selectively reduce consumption of electric energy of all or selected auxiliary devices.

Description

Technical Field

[0001] This invention relates to a method for managing the power consumption of rail vehicles. Furthermore, this invention also relates to a rail vehicle with improved power consumption management. Background Technology

[0002] Rail vehicles are the backbone of public transportation because they can transport large numbers of passengers at a reasonable cost. Rail vehicles are used for long-distance transport (such as transport between cities) as well as urban public transport (such as subways and trams).

[0003] To enhance passenger comfort, modern rail vehicles include not only the equipment necessary for vehicle operation but also heating, ventilation, air conditioning (HVAC), and infotainment systems. Equipment required for train operation includes, for example, traction motors, air generation and treatment units (AGTUs) that supply compressed air to the pneumatic braking system, electronic door actuators, and interior and exterior lights. All of these devices consume electrical energy.

[0004] Given environmental concerns and the increasing number of energy-consuming electronic devices, modern rail vehicles must also address the issue of the economical use of electricity.

[0005] Rail vehicles are powered via overhead lines or a third (or even a fourth) rail (also known as an electrified rail or electric rail). In the following text, overhead lines and third (or fourth) rails are simply referred to as energy supply lines. The voltage sensed by the rail vehicle on the energy supply lines is not constant and varies depending on the distance between the rail vehicle and the substation and other vehicles. The substation supplies energy to the energy supply lines, and other vehicles also draw energy from the energy supply lines or feed energy to them during electric braking.

[0006] For illustration, a simplified network model includes a substation and a rail vehicle. The substation can be viewed as a voltage generator. Depending on the operating mode, the rail vehicle can be viewed as a current generator with different signs, i.e., consuming energy during acceleration / constant speed and generating energy during electric braking.

[0007] Figure 5 An example illustrates the voltage variation of an energy supply line. Substations feeding electrical energy into the energy supply line are represented by 611, 612, and 613. At the locations where substations 611, 612, and 613 feed electrical energy into the energy supply line, the voltage of the energy supply line (abbreviated as Ucat) is fixed and corresponds to the rated voltage, such as 750V DC. Ucat represents the voltage of the overhead contact line, i.e., the voltage of the overhead line. Ucat is used throughout the description, but is not limited to it. It is intended to also include other energy supply lines such as third rails.

[0008] When a railcar traveling in the section between two adjacent substations 611 and 612 brakes electrically, the collected energy is fed back into the energy supply line, causing the voltage Ucat to rise in that section. This is indicated by the upward-pointing arrow 620. If another railcar traveling in the same section between substations 611 and 612 accelerates, this other railcar consumes energy, causing a voltage drop in Ucat, as indicated by the downward-pointing arrow 630. Because the two railcars are located at different positions within the same section, as indicated by arrows 620 and 630, the voltage Ucat varies between substations 611 and 612. In the next section, between substations 612 and 613, only one accelerating railcar moves and draws energy from the energy supply line, causing Ucat to fall. This is indicated by the downward-pointing arrow 640.

[0009] Besides the energy consumption of the rail vehicles, ohmic losses in the power supply lines also consume energy. Since the distance between substations can be relatively large—for example, up to 50 km for a power supply line operating at 15kV AC—ohmic losses can be significant. Therefore, even if the rail vehicles draw only a small amount of energy, a significant voltage drop can exist between two substations due to ohmic losses. Furthermore, ohmic losses in the power supply lines increase when the rail vehicles draw high currents, which is particularly relevant for power supply lines operating at 750V or 1500V DC.

[0010] IEC 60850 defines the permissible variations in voltage supplied by power supply lines. This standard specifies the permissible range of voltage variations for each rated voltage of various track electrification systems. Typical examples of European track electrification systems are 750V DC, 1.5kV DC, 3kV DC, 15kVAC, and 25kV AC.

[0011] Figure 4 This diagram illustrates in more detail the voltage and current variations drawn by a rail vehicle (such as a subway) at a given location p between two substations located at locations P1 and P3. At each of these substations, there is a station for passengers to board or alight from the rail vehicle. Another station is located at location P2. Curve 510 represents the speed (dynamics) of the rail vehicle.

[0012] After leaving the station / substation at P1, the rail vehicle accelerates in section 511. Therefore, the voltage Ucat at the rail vehicle's location decreases as the distance between the rail vehicle and substation P1 increases. Assuming the rail vehicle requires constant traction power, it draws more current Icat from the energy supply line to compensate for the decrease in Ucat. Note that a negative Icat indicates current flowing from the energy supply line to the rail vehicle.

[0013] Even if the current drawn from the railcar remains constant, the voltage Ucat appearing at the location of the railcar will gradually decrease as the distance between the railcar and the substation increases. The resistance of the energy supply line increases with distance. The voltage drop along the energy supply line between the substation at point P1 and the railcar located further away from the substation is proportional to the resistance R and the current Icat flowing through the energy supply line. This voltage drop reduces the voltage available to the railcar.

[0014] After reaching the desired speed, the rail vehicle (ideally) operates at a constant speed in section 512. In this operating mode, the traction unit draws only enough power to maintain the rail vehicle at a constant speed. Other electrical equipment on the rail vehicle can also draw energy from the energy supply line. The drawn current Icat remains substantially constant, but at a lower level than at the end of the acceleration section. However, Ucat decreases further with increasing distance from the substation at location P1. When the total drawn power remains constant, the drawn current increases to compensate for the reduced power, thus the current becomes further negatively increased. This is not shown in the simplified representation of section 512. In section 513, the rail vehicle is electrically braked and thus regenerates the energy supplied to the energy supply line. This is represented by a “positive” current Icat and an increased voltage Ucat. The “jump” in Ucat is due to the sudden change in voltage drop along the energy supply line caused by the sudden change in the drawn current Icat.

[0015] To bring the rail vehicle to a complete stop, it typically uses pneumatic brakes for final deceleration. Therefore, the rail vehicle stops at the track station located at position P2. Since the track station at P2 is some distance from the two substations at P1 and P3, the voltage Ucat supplied by the power supply line is at its lowest. As the rail vehicle accelerates again in section 515, the voltage Ucat decreases further with the increase in the absolute amount of the drawn current Icat. As the rail vehicle approaches the substation at P3, the voltage Ucat is more dominated by the voltage supplied by the substation at P3, and therefore the voltage variation becomes smaller. In section 516, the rail vehicle travels at a constant speed. The rail vehicle undergoes electric deceleration in section 517 and final deceleration using pneumatic brakes in section 518.

[0016] Therefore, the current absorbed or regenerated by the rail vehicles and the distance between the rail vehicles and their nearest substations affect the voltage Ucat appearing on the energy supply line. The situation becomes more complex if two or more rail vehicles are in the same section between two substations, causing the deceleration and acceleration of the respective rail vehicles to have different effects on the voltage. Furthermore, since the energy supply line can only absorb regenerated energy to a certain extent, it may impose limitations on the rail vehicles during disconnection and regeneration. Excess energy generated during electric disconnection may not be absorbed by the energy supply line. In this case, rheostatic breaking will dissipate the excess energy through ohmic losses.

[0017] There have been attempts to address the aforementioned problems and use energy in an economical way.

[0018] For example, WO 2020 / 115427A1 describes a control system for an AGTU that takes into account the state of the rail vehicle. The AGTU monitors the dynamics of the rail vehicle and supplies compressed air to the pressure vessel when the rail vehicle is electrically braked. The energy used to operate the AGTU comes from the energy regenerated by the electric braking device.

[0019] US 2017 / 0334264 A1 discloses a method for operating HVAC for rail vehicles. The HVAC control determines operating parameters based on environmental data such as temperature. These operating parameters are also modified based on the current state of the rail vehicle (i.e., whether it is accelerating or decelerating). The modified operating parameters are then used to actually operate the HVAC.

[0020] DE 44 16 107 A1 discloses a method for operating HVAC in rail vehicles. Even if cooling or heating is not required based on environmental data, the HVAC is forced to operate during rail vehicle braking to utilize regenerative energy. The concept of DE 44 16 107 A1 is to incorporate "overheating" or "overcooling" as a precaution to prevent the HVAC from operating during rail vehicle acceleration.

[0021] EP 2 886 386 B1 describes a train information management device that manages information about equipment in a rail vehicle and controls each device. This information is used to control HVAC.

[0022] US 2016 / 0075350 A1 also describes a system for operating electrical energy-consuming equipment. This equipment primarily operates during the braking phase of a rail vehicle.

[0023] While previous attempts may have partially addressed issues related to the economic use of energy, further improvements are still needed. Summary of the Invention

[0024] The above-mentioned problem is solved by the method according to claim 1. Furthermore, the problem is also solved by the rail vehicle according to claim 8. Further embodiments, modifications, aspects, and advantages are disclosed in the dependent claims and the following description.

[0025] According to an embodiment that can be combined with any other embodiment described herein, a method is provided for managing the power consumption of a rail vehicle receiving electrical energy from an energy supply line. The rail vehicle has at least one traction motor, multiple auxiliary devices, each auxiliary device having a control unit and being an electrical power consumer, and a train control and monitoring system (TCMS) having a central control unit operatively connected to the control unit of each auxiliary device. The method includes: receiving by the central control unit information representing the amount of electrical traction power required to traction the rail vehicle via at least one traction motor or generated by electric braking of the rail vehicle based on traction demands set by the driver of the rail vehicle; receiving by the central control unit information representing the amount of auxiliary electrical power required by the auxiliary devices from the control units of each auxiliary device; determining the total available electrical power for the rail vehicle that can be provided by the energy supply line; and prioritizing the operation of the auxiliary devices based on the total available electrical power and the required electrical traction power, if the sum of the electrical traction power required for traction and the auxiliary electrical power required by the auxiliary devices exceeds the total available electrical power, to selectively reduce the power consumption of all or selected auxiliary devices.

[0026] Unlike previous attempts, the energy consumption of auxiliary equipment is controlled by the TCMS central control unit, taking into account the required electric traction power and the total available electrical power that the energy supply lines can provide. Based on this, the central control unit determines the operational priority of each auxiliary device. For example, some auxiliary devices may have a higher priority than others, depending on their relevance to the safe operation of the rail vehicle or on the current state of the vehicle. Auxiliary devices do not need to monitor the rail vehicle's status, as this is centrally managed.

[0027] Energy management for auxiliary equipment is centralized at a higher control level, represented by the central control unit of the train control and monitoring system. The central control unit connects to the control units of the auxiliary equipment. This centralization eliminates the need for separate power management solutions provided by individual suppliers for each auxiliary equipment. Previously, suppliers of individual auxiliary equipment (e.g., HVAC) included devices for monitoring the dynamics of the rail vehicle or for receiving corresponding information from the TCMS. The term "rail vehicle dynamics" describes the current state of the rail vehicle, including acceleration, deceleration, coasting, stopping at track stations, and door operation. Therefore, each auxiliary equipment managed its power consumption independently, without considering other auxiliary equipment.

[0028] Through centralized energy management, the energy management of rail vehicles can consider not only the dynamics of the rail vehicles but also the status of the energy supply lines. This ensures that when energy demand exceeds the available energy supplied by the energy supply lines, available energy is used in a prioritized manner. When necessary, the energy consumption of auxiliary equipment can be selectively reduced. Therefore, in the event of energy shortages, one auxiliary device may be rated as high priority and thus fully supplied with energy, while another auxiliary device may be set as low priority, thereby limiting its power supply.

[0029] Therefore, the operation of auxiliary equipment can be postponed to periods of lower traction power demand or when energy is generated by electric brakes. Furthermore, since central energy management also monitors the total available electrical power of the rail vehicles, which varies depending on the distance between the rail vehicle and the nearest substation or the operation of other rail vehicles on the same segment powered by the nearest substation, the priority of auxiliary equipment operation can also take into account variations in total available electrical power. Thus, the energy consumption of the rail vehicles can be optimized.

[0030] The total available power can be preset according to an embodiment, which can be combined with other embodiments described herein. For example, the value can be preset based on operating history. This value can be updated periodically. Alternatively, the total available power can be determined by measurement and / or obtaining relevant information from the roadside or substation.

[0031] According to embodiments that can be combined with other embodiments described herein, information about the amount of electric traction power is obtained by monitoring the position and / or the time derivative of the position of the manipulator operated by the driver of the rail vehicle to accelerate and decelerate the rail vehicle.

[0032] The driver's input (represented by the position of the manipulator operated by the driver to accelerate or decelerate the rail vehicle) can be used as a primary parameter for energy management because the manipulator's position indicates the amount of traction power required, which can be expressed as the required traction current. Traction typically consumes the majority of electrical energy relative to the total power consumption of the rail vehicle and is usually the highest priority.

[0033] In addition to the position of the control lever, the time derivative of the control lever position can also predict higher or lower energy demands for traction, typically higher or lower traction current demands. For example, if the driver pushes the control lever further to request higher acceleration, this may indicate that the train is not accelerating fast enough, and the driver can request more electrical energy for traction by pushing the control lever further. If the total available energy supplied by the energy supply line is limited, the prediction can allow for a reduction in the energy supply to selected auxiliary equipment, so that most of the available energy can be provided to the traction unit. When the rail vehicle is far from a substation, the total available energy supplied by the energy supply line may be limited due to ohmic losses in the energy supply line.

[0034] On the other hand, the derivative of the actuator position can also allow for prediction of the energy supply during electric braking of rail vehicles.

[0035] In addition to monitoring the position of the controller, or as an alternative to monitoring the position of the controller, it can also monitor the traction current to provide the necessary information.

[0036] Whether monitoring the position of the control lever or measuring the traction current, information indicating the amount of electric traction power required for the rail vehicle's traction can be readily obtained. This information may also include information about the total available electrical power. For example, if the voltage supplied by the energy supply line decreases because another train is also drawing energy from it, the driver may need to push the control lever more forcefully to accelerate the rail vehicle to the desired acceleration. Therefore, a "stronger" push of the control lever indicates a higher traction current to compensate for the reduced voltage in the energy supply line.

[0037] Therefore, by comparing the expected acceleration and traction current required to accelerate the track with the expected acceleration, it is possible to derive the "state" information of the energy supply line. This state can be correlated with the total available electrical power of the rail vehicle.

[0038] According to embodiments that can be combined with other embodiments described herein, prioritizing the operation of auxiliary devices may include sending instructions to the control units of each auxiliary device to unload the load.

[0039] When an auxiliary device is set to low priority, the central control unit of the train control and monitoring system can send instructions or commands to the control unit of the auxiliary device to reduce its power consumption.

[0040] According to embodiments that can be combined with other embodiments described herein, the rail vehicle also includes an auxiliary power supply for supplying electrical power to at least one of the auxiliary devices. The auxiliary power supply includes a control unit operatively connected to the central control unit of the Train Control and Monitoring System (TCMS). Prioritizing the operation of the auxiliary devices may include sending instructions to the control unit of the auxiliary power supply to reduce the power output of the auxiliary power supply to at least one auxiliary device.

[0041] Power consumption of auxiliary equipment can also be reduced by decreasing the power supply to it. Typically, a rail vehicle's power supply system includes a traction power supply for traction and one or more auxiliary power supplies for auxiliary equipment. The main reason for the different power supplies is that the traction power supply directly drives the traction motor and is therefore controlled according to the rail vehicle's expected power (acceleration, braking, etc.). Both the traction power supply and the auxiliary power supplies are coupled to the intermediate circuit of the rail vehicle's power supply system. Furthermore, separate power supply equipment allows for customized power supplies for energy consumers.

[0042] Therefore, the central control unit of the train control and monitoring system can selectively reduce the operation of auxiliary power to limit the energy drawn from the intermediate circuit, so that more or most of the energy fed to the intermediate circuit can be used for traction power.

[0043] According to embodiments that can be combined with other embodiments described herein, determining the total available electrical power includes receiving information representing the total available electrical power from the roadside by the train control and monitoring system.

[0044] Total available electrical power may vary during rail vehicle operation. It is influenced by numerous parameters, such as the distance from the rail vehicle to the nearest substation feeding power to the energy supply line, and the presence of other rail vehicles on the same section of the energy supply line fed by that substation. Information from the trackside can be obtained via transponders or other types of repeaters. Furthermore, this information can also be provided via radio communication such as GSM-R or TETRA. Providing trackside information to the central control unit of the train control and monitoring system allows for consideration of the latest additional information regarding the energy supply line.

[0045] Determining the total available electrical power, according to embodiments that can be combined with other embodiments described herein, includes determining the voltage supplied by the power supply line and / or determining the current drawn by the rail vehicle from the power supply line. Additionally or alternatively, the current drawn by the rail vehicle and / or the voltage of the energy supply line at the location of the rail vehicle can be monitored and included in the determination of the total available power. Typically, the voltage of the energy supply line is monitored because this parameter is easier to obtain than a measurement of the current. Furthermore, if the rail vehicle is equipped with an energy meter, it is also possible to directly measure the currently drawn power.

[0046] Determining the total available electrical power, according to embodiments that can be combined with other embodiments described herein, includes determining a preset maximum current limit for the rail vehicle. The maximum current limit can be a static value or a dynamically changing value. The maximum current limit is to protect the rail vehicle's electrical equipment from overload. There may be situations where the energy supply line can provide more energy than its rated capacity, for example, when the rail vehicle is near a substation, or when another nearby rail vehicle generates energy and supplies it to the energy supply line. In these cases, the rail vehicle can obtain more energy from the energy supply line. For safety reasons, the maximum current limit imposes a restriction on the maximum permissible current to protect the rail vehicle's electrical equipment.

[0047] According to an embodiment that can be combined with other embodiments described herein, a rail vehicle is provided. The rail vehicle includes a traction motor, a plurality of auxiliary devices, a train control and monitoring system, a main power supply, and at least one auxiliary power supply. Each auxiliary device has a control unit and is an electrical power consumer. The train control and monitoring system has a central control unit operatively connected to the control unit of each auxiliary device. The main power supply supplies electrical energy to the traction motor, and the at least one auxiliary power supply supplies electrical energy to at least one of the auxiliary devices. The central control unit is configured to receive information regarding the amount of current supplied to the traction motor. The central control unit is configured to prioritize the operation of the auxiliary devices based on the amount of current supplied to the traction motor to reduce the electrical energy consumption of auxiliary devices prioritized to a lower level.

[0048] Therefore, rail vehicles are able to perform the methods described herein. Attached Figure Description

[0049] In the following description, preferred embodiments are illustrated with reference to the accompanying drawings without limiting the scope of the claims.

[0050] The accompanying drawings illustrate embodiments and, in conjunction with the description, serve to explain the principles of the invention. Unless otherwise stated, the elements in the figures are relative and do not need to be scaled.

[0051] Figure 1A schematic diagram of a rail vehicle according to an embodiment is shown.

[0052] Figure 2A and Figure 2B The process for managing the power consumption of rail vehicles according to an embodiment is illustrated.

[0053] Figure 3 The current budget is shown depending on the position of the manipulator.

[0054] Figure 4 The changes in current and voltage of the energy supply line are shown.

[0055] Figure 5 The changes in current and voltage of the energy supply line are shown. Detailed Implementation

[0056] Figure 1 A rail vehicle 100 according to an embodiment described herein is shown. The rail vehicle 100 includes a power supply system 200 that receives electrical energy from an energy supply line 300 and converts the electrical energy for various electrical devices of the rail vehicle 100.

[0057] The current collector 120 contacts the power supply line 300, allowing the rail vehicle 100 to draw current from the power supply line 300. In a simplified version of the power supply system 200, the current collector 120 is connected to the main transformer 210. The AC / DC converter 220 is connected to the main transformer 210 to feed power to the intermediate circuit 230. The main transformer 210 is electrically coupled to a ground contact 130, which provides an electrical connection via the wheel 105 to the grounded rail 110 that forms the power supply system 200.

[0058] The power supply system 200 in this embodiment is specifically designed for rail electrification systems that operate on alternating current (AC). For DC-operated electrification systems, an AC / DC converter is not required.

[0059] In this embodiment, the energy supply line 300 is implemented using overhead lines, typically used in long-distance European rail networks. Overhead lines can also be used in urban networks. Common alternative energy supply lines for urban networks include third rails that typically run parallel to railway tracks. This invention is not limited to overhead lines and should include all different types of power supply lines.

[0060] like Figure 1 As shown, the power supply system 200 includes two power supplies 240 and 260, which are implemented as DC / AC converters and electrically connected to the intermediate circuit 230. Therefore, both the traction power supply 240 and the auxiliary power supply 260 are fed by the intermediate circuit 230.

[0061] Power supply 240 is a traction power supply that provides the necessary energy to the traction motor 250. In contrast, power supply 260 is an auxiliary power supply that provides the necessary energy to various auxiliary equipment of the rail vehicle 100.

[0062] Because the traction motor is the primary consumer of electrical energy for the rail vehicle 100, the traction power supply 240 is typically sized to provide more power than the auxiliary power supply 260. The traction power supply 240, often referred to as a traction power unit (TPU), provides energy for the train's dynamics (acceleration, electric braking, constant speed).

[0063] The auxiliary power supply 260, also known as the auxiliary power unit (APU), provides power to auxiliary equipment such as HVAC, AGTU, lighting, train communication systems, etc.

[0064] HVAC is provided to regulate the interior temperature and humidity of the rail vehicle 100. HVAC systems are typically designed to maintain the desired interior temperature and humidity even under extreme conditions, such as very high or very low external temperatures and high passenger loads. In these extreme conditions, the HVAC may require maximum power to keep the interior environmental parameters within preset ranges. Under milder conditions, the HVAC's feedback control can operate at a moderate output power of maximum cooling / heating capacity for a given duty cycle. The typical characteristic settling time (feedback time) of an HVAC system is 2-3 minutes.

[0065] AGTUs supply compressed air, primarily used for pneumatic brakes on rail vehicles, and also for doors and other small devices. The compressed air stored in the container is consumed during the operation of pneumatic doors and during pneumatic braking, requiring periodic replenishment. AGTUs are typically too large to be completely depleted by the operation of pneumatic brakes and other pneumatic devices after the rail vehicle has come to a complete stop. Usually, the amount of compressed air stored in the container is sufficient for several complete stops, therefore the AGTU is only activated after every 2-3 stops.

[0066] Different auxiliary equipment can have preset priorities based on their relevance to the safe operation of the rail vehicle 100. For example, the AGTU may have a higher priority than the HVAC system because compressed air must always be available in the event of emergency braking or when the doors are opened in the event of an accident.

[0067] According to an embodiment, the priority order of auxiliary equipment can be dynamically adjusted based on the current state of the rail vehicle 100. For example, if a container filled with compressed air is under high pressure, meaning that the maximum amount of compressed air can be obtained, but the internal temperature of the passenger compartment exceeds a preset range, the priority order of HVAC and AGTU can be temporarily changed.

[0068] Traction motor 250 is the primary consumer of electrical energy and therefore typically has the highest priority over any auxiliary equipment. Since the total energy supplied by the energy supply line 300 may be limited, the power consumption of the rail vehicle is managed to use available electrical energy efficiently. For this purpose, power consumption management is provided at a central high-level control level within the train. Typically, the central control unit 150 of the Train Control and Monitoring System (TCMS) is configured to manage the power consumption of all major electronic equipment. The TCMS is the highest-level controller for reliable train control of the rail vehicle 100 and may include a bus system for communication with all equipment within the rail vehicle 100.

[0069] The central control unit 150 is adapted to optimize the energy consumption of the rail vehicle 100 in various ways, such as prioritizing the operation of auxiliary equipment or selectively reducing the load to limit the total power consumption of the rail vehicle 100. Figure 2A and Figure 2B Power management according to an embodiment is illustrated.

[0070] Icat represents the current drawn from the energy supply line 300 to the power supply system 200, such as when combined with Figure 1 The main portion of the energy provided is supplied to the traction motor 250. The electric traction power is denoted by Ptr. Various auxiliary devices 261, 262, and 263 require electric auxiliary power, denoted by Paux. The sum of Ptr and Paux is the total power consumption Ptot.

[0071] The total power consumption Ptot can exceed the total available electrical power supplied by the energy supply line 300. In this case, the central control unit 150 of the train control and monitoring system manages the power consumption of the auxiliary devices 261, 262, and 263 according to their priorities. Auxiliary device 261 can be an AGTU. Auxiliary device 262 can represent HVAC, while auxiliary device 263 can represent any other device.

[0072] The central control unit 150 can receive information about the amount of required electric traction power Ptr. According to an embodiment, this information is indicated by the position of the driver's actuator 140 for traction and braking. The position of the actuator 140 can be interpreted as a demand for acceleration or deceleration. For illustrative purposes only, if the actuator 140 is operated to tilt in the forward direction, this position can indicate a strong acceleration corresponding to a high demand for electric traction power.

[0073] Information indicating the position of the operator 140 can be provided to the central control unit 150, which also receives information about the total available electrical power from the energy supply line 300. If, for example, the required electric traction power indicated by the position of the operator 140 exceeds the currently available total electrical power, the central control unit 150 reduces the power consumption of auxiliary devices 261, 262, and 263, so that almost all available electrical power can be supplied to the traction motor 250. Those skilled in the art will understand that not all electrical power will be supplied to the traction motor 250, because at least the train control and monitoring systems also require electrical energy to operate. However, auxiliary devices that do not necessarily need to operate at all times can be included in the priority list of auxiliary devices.

[0074] In addition to the train control and monitoring system that needs to be operational at all times, auxiliary equipment such as internal and external lighting can also be excluded from power management. Optionally, some auxiliary equipment that does not need to be operational at all times but may be necessary for the safe operation of the rail vehicle 100 can also be excluded from central power management, at least temporarily.

[0075] In addition to the position of the manipulator 140, the change in manipulator position, represented by the time derivative of the manipulator position, can also be used for power management purposes, because the change in the manipulator position (the “speed” of the manipulator operation) also provides additional information about the future power requirements of the traction motor 250.

[0076] If the energy supply to the energy supply line 300 is limited, for example, due to another train running on the same section, the voltage of the energy supply line may drop, resulting in a potentially lower voltage in the intermediate circuit 230. Since electrical power is the product of voltage and current, the current must be increased to compensate for the voltage drop, thereby maintaining constant power.

[0077] When the power supply of the energy supply line 300 is limited, the central control unit 150 will reduce the power consumption of auxiliary equipment to "release" the additional electrical power provided for traction in the rail vehicle 100.

[0078] When the voltage Ucat of the energy supply line 300 drops and more current Icat is drawn from the energy supply line 300 to compensate for the voltage drop, a situation may arise where the energy supply line 300, in principle capable of providing sufficient power to the traction equipment and all auxiliary equipment, draws current Icat that exceeds the upper limit set to protect the power supply system 200. Similarly, in this case, the power consumption of the auxiliary equipment is reduced, which is beneficial to the power consumption of the traction system, to avoid the drawn current Icat exceeding the maximum allowable value.

[0079] The central control unit 150 is able to receive information about the time constraints of the energy supply line 300 from the roadside and / or from voltage measurements of the voltage appearing between the current collector 120 and the grounding contact 130, provided by the train control and monitoring system. Therefore, the rail vehicle 100 monitors the total available electrical power that can be provided by the energy supply line 300, and prioritizes the operation of auxiliary equipment if the rail vehicle 100 requires more electrical power than the energy supply line can provide.

[0080] refer to Figure 3 The X-axis describes the priority of power supply relative to the dynamics of the rail vehicle 100. The X-axis indicates the position of the manipulator 140, with 100% representing full traction power and -100% representing full braking. Zone 410 represents pneumatic braking, zone 420 represents electric braking, zone 430 represents no traction (coasting or constant speed travel), and zone 440 represents traction. The Y-axis represents the current budget for auxiliary equipment.

[0081] When the total power required by traction and auxiliary equipment exceeds the total available electrical power supplied by energy supply line 300, the power available to the auxiliary equipment will be limited by curve 452. For example, if the power demand for electric traction is 60%, only up to 20% of the available power will be supplied to the auxiliary equipment, as other equipment that cannot be prioritized will require the remaining 20%. Therefore, the operation of HVAC can be temporarily suspended to save energy, thereby enabling the required power to be supplied to traction.

[0082] If the rail vehicle 100 repeatedly accelerates and decelerates, as is the case in urban transportation systems, the power consumption of the auxiliary equipment can also be limited to the periods of electric braking, because the rail vehicle 100 generates electrical energy during these periods. Therefore, according to the embodiment, the auxiliary equipment is not powered as long as the rail vehicle 100 is stationary, accelerating, or coasting. The auxiliary equipment is only powered when the traction system generates energy. Figure 3 Curve 453 is shown in the figure. Curve 453 shows the optimal current budget for the auxiliary equipment, so that the auxiliary equipment consumes only the electrical energy generated by the rail vehicle 100.

[0083] Considering the different dynamics of rail vehicles, auxiliary equipment can also operate under a given duty cycle. For example, if the rail vehicle is an urban train (such as a subway), the HVAC system activates the heaters for 20 seconds every 2 minutes between stations. For energy-saving reasons, it is preferable to activate the heaters during electric braking (zone 420) or coasting (zone 430).

[0084] When the auxiliary equipment requires more energy than the electric brake can provide, power management operates between curves 452 and 453.

[0085] Curve 451 indicates the total current drawn from or generated by the rail vehicle 100. Note that no electrical energy is generated during pneumatic braking.

[0086] Safety-related auxiliary devices, such as AGTUs, may be temporarily excluded from power reduction or may have a higher priority than other auxiliary devices. In situations where power available from the energy supply line 300 is limited and the driver requires high acceleration, lower-priority auxiliary devices may be excluded from power supply, while, for safety reasons, AGTUs may remain powered.

[0087] Prioritizing the power supply to auxiliary devices 261, 262, and 263 may further include instructing the control unit 160 of the auxiliary power supply 260 to selectively supply power to those auxiliary devices that have already received higher priority. Figure 2B In the example shown, only the AGTU 261 is powered.

[0088] According to an embodiment, in addition to monitoring the position of the actuator 140, or alternatively, the traction current may also be monitored. For example, both the position of the actuator 140 and the traction current are monitored. If the position of the actuator requires high traction power, but the actual traction current is lower than required, this difference can instruct the energy supply line 300 to trigger power supply limits as described herein for power management.

[0089] The power management system and method described herein can also prevent the voltage of the energy supply line 300 from dropping below an acceptable level. This could happen if the voltage of the energy supply line 300 at the location of the rail vehicle 100 has already decreased, for example, due to ohmic losses in the energy supply line. If traction requires a certain amount of electrical power to achieve the preset acceleration requested by the driver, the voltage will further decrease due to the higher current flowing through the energy supply line 300. For example, Figure 4 The interval 515 illustrates this point. If the resulting additional voltage drop reduces the voltage of the energy supply line 300 below permissible levels, the rail vehicle 100 may be forced to stop for safety reasons. The risk may further increase if other auxiliary equipment is powered during this period. Limiting the power consumption of auxiliary equipment during periods of high demand for electric traction power and limited total available power for the rail vehicle can prevent the rail vehicle from stopping for safety reasons. Therefore, the operational safety of the rail vehicle 100 can be improved.

[0090] Although specific embodiments have been shown and described herein, those skilled in the art will understand that modifications can be made to the embodiments without departing from the scope defined by the claims.

[0091] List of reference numerals

[0092] 100 rail vehicles

[0093] 105 wheels

[0094] 110 tracks

[0095] 120 collector

[0096] 130 Grounding Contact

[0097] 140 manipulator

[0098] Central control unit of the 150 train control and monitoring system

[0099] 160 Auxiliary power supply control unit

[0100] 200 power supply system

[0101] 210 Main Transformer

[0102] 220AC / DC converter

[0103] 230 intermediate current

[0104] 240 traction power supply (DC / AC converter)

[0105] 250 traction motor

[0106] 260 Auxiliary Power Supply (DC / AC Converter)

[0107] Auxiliary equipment 261, 262, 263

[0108] 300 energy supply lines

[0109] 410 Pneumatic Brake

[0110] 420 Electric Brake

[0111] 430 Glide

[0112] 440 traction

[0113] 451 Total Current

[0114] 452 Auxiliary Equipment Maximum Available Current Budget

[0115] 453 Optimal Current Budget

[0116] 510 speed

[0117] 511, 515 range (acceleration)

[0118] Ranges 512 and 516 (constant speed)

[0119] Sections 513 and 517 (electric braking)

[0120] Sections 514 and 518 (pneumatic braking)

[0121] Substations 611, 612, and 613

[0122] 620, 630, 640 rail vehicles

[0123] Positions P1, P2, and P3

Claims

1. A method for managing the power consumption of a rail vehicle receiving electrical energy from an energy supply line, said rail vehicle having at least one traction motor, multiple auxiliary devices, and a train control and monitoring system (TCMS), wherein, Each auxiliary device has a control unit and is an electrical power consumer, the train control and monitoring system has a central control unit operatively connected to the control unit of each of the auxiliary devices, the method comprising: The central control unit receives information representing the amount of electric traction power required to traction the rail vehicle via the at least one traction motor or generated by electric braking of the rail vehicle based on the traction demand set by the driver of the rail vehicle. The central control unit receives information from the control units of each auxiliary device, indicating the amount of electric auxiliary power required by the auxiliary device. Determine the total available electrical power for the rail vehicle that can be supplied by the power supply line, wherein determining the total available electrical power includes determining the voltage supplied by the power supply line and / or determining the current drawn by the rail vehicle from the power supply line; and If the sum of the electric traction power required for traction and the electric auxiliary power required for auxiliary equipment exceeds the total available electric power, the central control unit prioritizes the operation of auxiliary equipment based on the total available electric power and the electric traction power required for traction, in order to selectively reduce the power consumption of all or selected auxiliary equipment.

2. The method according to claim 1, wherein, Information about the amount of electric traction power required to traction a rail vehicle is obtained by monitoring the position and / or the time derivative of the position of the manipulator operated by the driver of the rail vehicle to accelerate and decelerate the rail vehicle.

3. The method according to claim 1 or 2, wherein, Prioritizing the operation of auxiliary equipment includes sending instructions to the control units of the corresponding auxiliary equipment to reduce load.

4. The method according to claim 1 or 2, wherein, The rail vehicle also includes an auxiliary power supply for supplying electrical power to at least one of the auxiliary devices, the auxiliary power supply including a control unit operatively connected to the central control unit of the train control and monitoring system, wherein prioritizing the operation of the auxiliary devices includes sending instructions to the control unit of the auxiliary power supply to reduce the power output of the auxiliary power supply to the at least one auxiliary device.

5. The method according to claim 1 or 2, wherein, Determining the total available power includes receiving information representing the total available power from the roadside by the train control and monitoring system.

6. The method according to claim 1 or 2, wherein, Determining the total available electrical power includes determining the maximum current limit preset for the rail vehicle.

7. A rail vehicle, comprising: The system comprises a traction motor, multiple auxiliary devices, a train control and monitoring system, a main power supply, and at least one auxiliary power supply. Each auxiliary device has a control unit and is a power consumer. The train control and monitoring system includes a central control unit operatively connected to the control unit of each auxiliary device. The main power supply supplies electrical energy to the traction motor, and the at least one auxiliary power supply supplies electrical energy to at least one of the auxiliary devices, wherein: The central control unit is configured to receive information about the amount of current supplied to the traction motor based on the traction demand set by the driver of the rail vehicle. The central control unit is configured to determine the total available electrical power for the rail vehicle that can be supplied by the power supply lines, wherein determining the total available electrical power includes determining the voltage supplied by the power supply lines and / or determining the current drawn by the rail vehicle from the power supply lines; and The central control unit is configured to prioritize the operation of auxiliary equipment based on the amount of current supplied to the traction motor when the sum of the electric traction power used for traction and the electric power required by the auxiliary equipment exceeds the total available electric power, so as to reduce the power consumption of lower priority auxiliary equipment.

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