METHOD AND SYSTEM FOR DETERMINING THE ENERGY CONSUMPTION OF A RAIL VEHICLE

Description

[0001] The invention relates to a method and a system for determining the energy consumption of a rail vehicle, such as a locomotive or a carriage, during a test run. The invention particularly provides that any combination of train configuration, routes, and timetables can be realistically simulated with a test setup.

[0002] Due to increased sensitivity regarding energy consumption, greater emphasis is being placed on minimizing it or accurately estimating it. This can lead to situations where, even during the bidding phase, for specific routes with predetermined timetables, both passenger and freight services, the expected energy consumption is calculated in advance and guaranteed by vehicle suppliers. Often, upon contract award during the project, proof of a calculated energy consumption value for a vehicle on the actual route is required. This involves running a planned train configuration on the actual route under realistic conditions, such as loading the carriages to simulate passengers or freight, according to the timetable. During the journey, the energy consumption is measured and compared with the calculated value.Deviations between promised and measured values ​​that would result in increased fuel consumption by the vehicle are penalized with sometimes high contractual penalties.

[0003] One disadvantage of the methods used is that several processes and work steps are very time-consuming and costly, and also introduce uncertainty into the calculation and measurement, thus increasing the risk in the project. (a) The actual route must be booked and kept clear for several test runs, although it is always possible that the run may have to be interrupted or, in the worst case, aborted due to operational disruptions, etc. A train driver familiar with the route (often abbreviated as "Tf") must also be available. (b) Providing the actual train configuration is often complicated, as the vehicles either have to be taken out of active service or are otherwise difficult to obtain, since the verifications often have to be carried out in earlier phases of the project and the vehicles may not yet be manufactured or cannot be retrieved from customer stocks. (c) Verifications with passenger cars usually have to be carried out with a predetermined seating arrangement. The loading process can be extremely time-consuming, depending on the number of cars and the occupancy to be simulated.For verification purposes with freight trains, a sufficiently representative load must also be planned. (d) The driving style of the train driver, i.e., how strongly and for how long acceleration and braking are performed, has an exceptionally high influence on energy consumption. It is very difficult for the driver to precisely replicate the tractive effort profiles used in the calculation in reality. It is equally difficult to take a driver's exact driving behavior into account in the calculation. The deviation between the calculation and its implementation in the test run can therefore sometimes be very large. (e) The boundary conditions of the calculation, such as network voltage, headwind, or outside temperature, are often precisely specified in the tender. These conditions are often dependent on the environment or the infrastructure and are hardly controllable on a real route.The biggest influencing factors on the test run and its result during normal operation are: tunnel driving and oncoming traffic, as these affect driving resistance; operational disruptions, as these can hinder the intended timetable or the entire measurement; fluctuating mains voltage, e.g., due to oncoming traffic, as this affects the vehicle's efficiency; weather conditions such as wind, which increases driving resistance and thus also energy consumption (although wind is not practically measurable on the track); and rain and other weather conditions that may occur during the limited test time.

[0004] In the past, it was common practice to determine a locomotive's energy efficiency based on its overall efficiency at a specific operating point. An operating point was defined by a speed and a tractive effort (preferably at the wheel). During the bidding process, the respective efficiencies were calculated under specific boundary conditions, usually for several predetermined operating points, and contractually guaranteed. During project execution, each efficiency had to be individually verified by measurement on the track. For this purpose, the locomotives were kept at a constant speed at the operating point to be measured for a specific period, and the power output at the wheel, P(wheel) = F * v (where F is the force and v is the speed), was compared to the power absorbed via the overhead line, P(grid) = I(grid) · U(grid) (where I(grid) is the current and U(grid) is the voltage).The general definition of efficiency η in this case is: η = P(Rad) / P(Netz).

[0005] The efficiency rating is normally specified for several operating points. Based on these efficiency ratings, it is possible to calculate the energy consumption for specific applications, e.g., in freight or passenger transport.

[0006] These measurements are currently being carried out on a real track using trains with test or simulated loads. This is complex, time-consuming, prone to errors, and associated with comparatively high costs.

[0007] Recently, the aforementioned calculated and metrological verification has frequently been contractually required. This inevitably necessitates that vehicle suppliers determine and contractually guarantee significantly more accurate energy consumption figures during the quotation phase.

[0008] From the document "HellasSprinter - first electric locomotive for Greece", Brauer et al., EB-Elektrische Bahnen, DIV-Deutscher Industrieverlag, DE, Vol.96, No.4, 01.04.1998, pages 107-114, XP000750878, ISSN: 0013-5437, a determination of energy consumption is known in which an efficiency chain of the vehicle was determined within the framework of a simulation.

[0009] From the document "Traction and braking force determination using online running resistance measurement", Rick Fetal, EB-Elektrische Bahnen, DIV-Deutscher Industrieverlag, DE, Vol.101, No.3, 01.03.2003, pages 120-124, XP001145215, ISSN: 0013-5437, a method for determining the tractive force of traction vehicles is known, which is based on the online recording of all running resistance components.

[0010] Document CN 101825520 A describes a complete test bench for railway vehicle engines, which belongs to the field of testing and control of electric traction systems.

[0011] Document EP 3 760 511 A1 discloses a method for operating a vehicle in which a driving data acquisition unit determines driving curve data and a drive unit is controlled on the basis of the driving curve data.

[0012] Document EP 3 312 073 A1 discloses a method for testing a railway system. During operation of the railway system, implemented operational processes are identified, and the process results of these processes are recorded and compared with reference data in a test computer to verify the execution of the identified operational processes.

[0013] Document CN 110 553 864 A describes a monitoring system for the simulation operation of trams.

[0014] It is an object of the present invention to provide an alternative, more convenient method and a corresponding system for determining the energy consumption of a rail vehicle, e.g. a locomotive or a carriage, during a test run, with which the disadvantages described above are avoided and in particular any combinations of train configuration, routes and timetables can be realistically simulated with a test setup.

[0015] This problem is solved by a method according to claim 1 and a system according to claim 13.

[0016] The inventive method for determining the energy consumption of a rail vehicle, preferably a

[0017] A test run involving a locomotive or a carriage includes the following steps: a) Providing a locomotive system comprising a brake locomotive component and a test locomotive component (which could also be referred to as the "driving component") coupled together, wherein the brake locomotive component is moved by the test locomotive component during the test run, and wherein a control system controls the test locomotive component and the brake locomotive component during the test run; b) Providing a test track on which the locomotive system travels during the test run; c) Providing basic data for the test run, comprising at least information on the train composition, load, track profile, and timetable; d) Determining driving data from the basic data, which includes at least information on the tractive effort and speed profiles of the test run, and is designed to control the test locomotive component on the test track during the test run, and transmitting the driving data to the control system; e) Determining braking data from the basic data.which include at least information on the braking effect during the test run due to the train composition, load and / or the track profile, and are designed to brake the brake locomotive component during the test run on the test track according to the braking effect, and transmit the braking data to the control system, f) conducting the test run on the test track and measuring the energy consumption of the test locomotive component while it is controlled according to the driving data and simultaneously braked by the brake locomotive component according to the braking data.

[0018] Energy consumption is therefore determined during a test drive on a test track. Although a (closed) real track could theoretically be used, it is preferred that the test drive be carried out on a track specifically designed as a test track, e.g., a straight section of track or a circle. This allows ideal laboratory conditions to be created and environmental influences to be very precisely taken into account or suppressed.

[0019] The rail vehicle whose energy consumption is to be measured can be a powered rail vehicle, e.g., a locomotive, a multiple unit, or a railcar whose energy consumption is being measured. However, it can also be an unpowered rail vehicle, e.g., a wagon. In this case, the measured energy consumption is that required to move the unpowered rail vehicle.

[0020] The locomotive system, comprising a brake locomotive component and a test locomotive component, preferably does not include any other locomotives or wagons, although wagons to be measured could certainly be coupled to it. During the test run, the brake locomotive component preferably simulates the wagons (or other wagons), their load, and preferably also a route, e.g., the actual route on which the rail vehicle is later to be used. It is also preferred to simulate wagons to be measured (possibly without simulating a route). The brake locomotive component is then pulled or pushed by the test locomotive component during the test run.

[0021] Even though it is preferable to use one locomotive as the "test locomotive" component and another locomotive as the "brake locomotive" component, these components can also be implemented in a single locomotive, for example, by using one powered bogie as the test locomotive component and another as the brake locomotive component. In a multiple unit train, one power unit (especially the front one) could be used as the test locomotive component and another power unit (especially the rear one) as the brake locomotive component. In the case of a multiple unit train, it can also be advantageous to have carriages between the test locomotive component and the brake locomotive component, as this allows a complete multiple unit train to be used for the test run without modifications.

[0022] Suitable control units for controlling the test locomotive component and the brake locomotive component during the test run are known. For example, control units for the automatic control of a locomotive or traction units, as currently used, can be employed. The control system can then consist of control units for the test locomotive component or the brake locomotive component. Alternatively, a control system can be used that controls the components jointly, for example, by directly influencing the control units of both components (e.g., of locomotives), for example, via radio or, in the case of an onboard system, via a cable connection.

[0023] The test track should be as simple and level as possible. Circular tracks are particularly suitable, which can also be formed from two semicircles connected by straight sections to form a ring. The simpler the shape of the test track and the larger the curve radius, the more accurate the results of the procedure. As mentioned, a real road can theoretically also be used as a test track, for example, to test a vehicle configuration.

[0024] The basic data for the test run forms the basis for the simulation of a real train journey. This data must include at least information about the train composition, i.e., how many cars are to be simulated, what type of cars they are, and, in particular, their running resistance (e.g., rolling resistance and / or wind resistance). Ideally, data is preferred that indicates how much power is required to pull the number of cars at specific speeds and on specific track profiles (inclines, level sections, declines). An example of information about the train composition could be a list of the desired cars and a two-dimensional function P(v, S) or a corresponding list of values ​​for each car, indicating the power (or tractive effort) P required when the car is pulled at speed v on a track with an incline S, where a negative S would represent a decline.The information on the train composition could also include a summarized function (or the aforementioned list of values) P(v, S) that specifies the power for a speed v and a gradient S for an entire train.

[0025] Furthermore, the basic data for the test run includes information on the load. This can be separate from the information on the train composition or combined with it. Separating the two pieces of information has the advantage that the load could be changed independently of the train configuration during several test runs.

[0026] It is important that the basic data includes information on the route profile, i.e., where exactly gradients, levels or slopes are located and what the curve radii are, and on the timetable, i.e., at what speed the train travels on the route at what time, when it brakes and when it accelerates.

[0027] The driving data is essential for operating the test locomotive component. It should essentially correspond to a real-world run of the test locomotive component on the simulated track and is designed to control the test locomotive component during the test run on the test track. Generating driving data is a well-established technique and typically includes information on tractive effort and speed profiles (i.e., accelerations, braking, and stops). The driving data is derived from the underlying data, particularly from the timetable information and, if applicable, the track profile.

[0028] The driving data is then transmitted to the control system (for the test locomotive component), in particular to a control unit of the test locomotive component.

[0029] The braking data is essential for operating the braking locomotive component and serves to simulate a real or at least desired track and, if applicable, other obstacles such as wagons. It includes at least information on the braking force encountered during the test run by the train composition, load, and / or track profile, and is designed to brake the braking locomotive component according to this braking force during the test run on the test track. If a test run on a real or desired track is to be simulated, the braking data should include the obstacles of that track. However, if the sole purpose is to measure the effects of a wagon configuration on energy consumption (especially during a test run on a real track), it is not strictly necessary for the braking data to include information on the track's braking force.In the example described above, where the train composition (preferably combined with its load for simplicity) is specified with a two-dimensional power function P(v, S), the gradient S from the track profile and the speed v from the timetable can simply be used. This should, of course, be done in such a way that the timetable is synchronized with the track profile at every point on the simulated route. The resulting power curve for the entire route can then be converted into braking data. Essentially, the braking data is similar to the power curve: the greater the power required, the greater the braking force, and vice versa. Naturally, this is just one example. The basic data could also contain a mathematical braking function B(v, S) instead of the power data, allowing a braking curve to be calculated directly using the timetable and the track profile.It should be noted that the braking data could also be negative, i.e., cause an acceleration such as occurs on a downhill slope.

[0030] The brake data is then transmitted to the control system (for the brake locomotive component), in particular to a control unit of the brake locomotive component.

[0031] Once the driving and braking data are available, a test run can be conducted on the test track with the locomotive system. During this run, the test locomotive component is controlled according to the driving data and simultaneously braked by the braking locomotive component according to the braking data. Energy consumption is then measured during the test run. The special control system of the braking locomotive component simulates a journey on a track (which differs from the test track and can represent a real-world route) with a desired train consisting of the test locomotive component and a specific number of cars.

[0032] The measurement can then be used directly for the energy consumption of a rail vehicle in the form of a locomotive to be tested, or it can be used to measure a wagon as a rail vehicle.

[0033] In this way, any combination of train configuration, track or topography, and timetable can be simulated with two locomotives on any test track using the method according to the invention. It should be noted that properties of the test track can also be included in the basic data and incorporated into the braking data. This allows (positive or negative) gradients or curve radii of the test track to be compensated for and the influence of the test track on the measurement to be eliminated.

[0034] In other words, the driving sequence to be replicated is computationally processed using a train composition, route, and timetable to generate a braking force profile (the braking data) and a traction force profile (the driving data). The traction force profile is, for example, uploaded to the locomotive being measured ("test locomotive component"), while the other is uploaded to the coupled brake locomotive component (e.g., a brake locomotive). The two components or locomotives can optionally be controlled by a shared control system. The braking force profile of the brake locomotive component is selected so that the profile to be replicated reflects the driving resistances of the track and the train composition. The locomotive being measured then executes the driving profile as a train driver would under operational conditions.Therefore, the real driving game is preferably prepared and uploaded in the form of driving profiles to two coupled locomotives so that the real conditions (train configuration, route and its topography, timetable) can be simulated on the, preferably circular, test track.

[0035] The invention eliminates the need to rent and reserve real-world test tracks during normal operation, as test drives can essentially be conducted on any test track (including company-owned ones). This gives the project maximum flexibility regarding the location, timing, and duration of the verification runs.

[0036] The inventive method allows virtually any train configuration to be simulated and used for measurement. This is independent of whether the actual vehicles (in this context, specifically wagons) are available or, for example, have not yet been produced during the bidding phase and are only available as digital models. Furthermore, the vehicle load is now represented by only one parameter in the driving cycle calculation and can be adjusted effortlessly. The effort required for manually loading the vehicle configuration is eliminated.

[0037] The driving profiles (driving and braking data) uploaded to both locomotives ensure reproducible driving behavior for the test locomotive component. This minimizes the deviation between calculation and measurement, thereby significantly reducing project risks.

[0038] Conducting tests on a closed test track (test ring) offers many advantages compared to a real road. For example, the grid voltage can be individually controlled, there is no unplanned oncoming traffic or tunnel crossings, and operational disruptions are also very unlikely. Weather conditions can also be addressed by flexibly adjusting the measurement in case of significant deviations from the agreed-upon boundary conditions. Influences such as headwinds are less pronounced on a ring-shaped test track within the test area, which is usually circular, and can also be recorded more accurately by the on-site measuring stations than on a real road.

[0039] The system according to the invention for determining the energy consumption of a rail vehicle, in particular a locomotive, a railcar, a multiple unit or a carriage, during a test run is suitable and in particular designed to apply the method according to the invention. The system comprises the following components: In the case where a non-powered rail vehicle (e.g., a wagon) is to be measured, a locomotive system comprising a test locomotive component, in particular a test locomotive, and a brake locomotive component, in particular a brake locomotive; and in the case where a powered rail vehicle is to be measured, a brake locomotive as a brake locomotive component with a coupling by which it can be coupled to the powered rail vehicle as a test locomotive component to form a locomotive system for a test run; a control system designed to control the brake locomotive component and the test locomotive component, and preferably comprising at least one control unit for the brake locomotive component, and an interface for data transmission to the test locomotive component; a test track on which the locomotive system travels during the test run; a data interface designed to receive basic data for the test run, comprising at least information on the train composition, load,Route profile and timetable, a determination unit designed for i) determining driving data from the basic data, which includes at least information on tractive effort and speed profiles of the test run, and designed to control the test locomotive component during the test run on the test track, ii) determining braking data from the basic data, which includes at least information on the braking during the test run due to the train composition, load and / or the route profile, and designed to brake the brake locomotive component during the test run on the test track according to the braking, iii) transmitting the driving data and braking data to the control system, wherein the braking data is intended for braking the brake locomotive component and the driving data for controlling the test locomotive component,A measuring unit designed to measure the energy consumption of the test locomotive component while it is controlled by the locomotive system on the test track according to the driving data during a test run, and simultaneously braked by the brake locomotive component according to the braking data.

[0040] The system does not necessarily have to include the test locomotive component, as this can essentially be interchangeable. Rather, it is designed for testing any rail vehicle, e.g., test locomotives. The test locomotive currently being tested simply needs to be coupled to the brake locomotive (as the brake locomotive component) of the system for a test run on the test track. For this purpose, the brake locomotive component has a coupling, specifically a universal coupling, with which it can be coupled to the test locomotive component to form a locomotive system for a test run.

[0041] In cases where a wagon needs to be measured, the system must include a test locomotive component, since the wagon has to be pulled. It is therefore preferable to measure the test locomotive component first and then the wagon, so that the influence of the test locomotive component on the result can be eliminated.

[0042] The control system is designed to control the locomotive system. This can be achieved, in particular, by the control system being able to control both the test locomotive component and the brake locomotive component, for example, as a higher-level control system or by transmitting the driving data to a control unit of the test locomotive component. In practice, it can be a control system that has at least one control unit for the brake locomotive component and an interface for data transmission to the test locomotive component.

[0043] The test track has already been described previously.

[0044] The data interface can be designed, for example, for wireless data communication, allowing the receipt of basic data from a control center for the test drive. This basic data has already been described previously.

[0045] The detection unit determines driving data for the test locomotive component and braking data for the brake locomotive component and sends this data to the corresponding locomotive. The precise method of determining this driving and braking data has already been described above. The transmission of the driving and braking data to the control system can occur in different ways, depending on the control system's design. The control system can be a higher-level system capable of independently controlling a test locomotive component (or a test locomotive). Alternatively, it can simply send the driving data to the test locomotive component, which is then controlled by its own control unit according to this data. This transmission of driving data is also considered a form of control within the meaning of the invention, since the test locomotive component moves according to this driving data during the test run.In the case where the control system is a higher-level system, driving data is sent to the control system, and the control system controls the test locomotive component (e.g., a test locomotive) accordingly. In the case where the test locomotive component is indirectly controlled by the control system, the test locomotive component (e.g., a test locomotive) receives the driving data via a preferred data interface on its own control unit. The brake locomotive component (e.g., a brake locomotive) preferably receives the brake data on its own control unit (which is preferably part of the control system) and brakes according to this brake data.

[0046] The measuring unit works as described above and measures the energy consumption of the test locomotive component during the test run.

[0047] The invention can be implemented, in particular, in the form of a computing unit, especially a control unit, with suitable software. The computing unit can, for example, comprise one or more cooperating microprocessors or the like. In particular, it can be implemented in the form of suitable software program components within the computing unit. A largely software-based implementation has the advantage that existing computing units in multiple units or train sets, or in their carriages, can be easily retrofitted by means of a software or firmware update to operate in accordance with the invention.The problem is therefore also solved by a corresponding computer program product comprising a computer program that can be directly loaded into a storage device of a computer unit, with program sections to execute all steps of the method according to the invention when the program is run in the computer unit. In addition to the computer program, such a computer program product may optionally include additional components such as documentation and / or additional components, including hardware components such as hardware keys (dongles, etc.) for using the software. A computer-readable medium, for example a memory stick, a hard drive, or another portable or permanently installed data carrier, can be used for transport to and / or storage on or in the computer unit, on which the program sections of the computer program that can be read and executed by a computer unit are stored.

[0048] Further, particularly advantageous embodiments and developments of the invention result from the dependent claims and the following description, wherein the claims of one claim category may also be further developed analogously to the claims and description parts of another claim category and, in particular, individual features of different embodiments or variants may be combined to form new embodiments or variants.

[0049] According to a preferred method, specific baseline data is used. This baseline data includes the driving resistances of the vehicles (especially carriages) used in the train composition or to be simulated. These driving resistances include at least one parameter from the group of traction, weight, and air resistance of the vehicles used. Alternatively or additionally, the baseline data preferably specifies a scenario with impaired driving characteristics compared to normal operation, and in particular includes maximum load and / or low network voltage, and / or headwind. Since energy consumption under worst-case conditions is often of interest, these driving-impairing influences can be incorporated into the baseline data and thus affect the braking data.

[0050] According to a preferred method, the test locomotive component is a test locomotive and the brake locomotive component is a brake locomotive, or alternatively, a test locomotive is used as the test locomotive component and a brake locomotive as the brake locomotive component. In this particular case, the control system comprises two control units. The test locomotive component (preferably the test locomotive) has its own control unit to which the driving data is transmitted and which is designed to control the test run of the test locomotive component according to the driving data. The brake locomotive component (preferably the brake locomotive) has its own control unit to which the braking data is transmitted and which is designed to brake the brake locomotive component during the test run according to the braking data. Since most locomotives or traction units include such control units, such a control system is very easy to implement.Essentially, data communication is required, with the braking data from the control unit of the brake locomotive component being sent and the driving data from the control unit of the test locomotive component being sent. It would also be advantageous to have the option of synchronizing both control units. A simple solution would be to determine the position on the simulated track.

[0051] In principle, any track can be used as a test track, especially if its properties are known, although this is not necessarily the case, particularly when measuring wagon configurations. In a case where only the wagons are to be simulated by the brake locomotive component, a completely ordinary track can theoretically be used as a test track.

[0052] According to a preferred method, however, the test track has a closed circuit and is preferably ring-shaped, in particular circular. It is especially preferred that it comprises curves and straight track sections, in particular two semicircles, which together with parallel, straight track sections form a ring.

[0053] According to a preferred method, the braking data is designed such that the driving profile of the brake locomotive component can be controlled during the test run to simulate the driving resistances of a given route and train composition. The driving data is preferably designed such that the driving profile of the test locomotive component can be controlled during the test run to simulate a predetermined driving profile. The simulated driving profile should correspond to one that a train driver would use under operational conditions, i.e., a normal journey.

[0054] Preferably, the control of the test locomotive component and the brake locomotive component is synchronized in such a way that a predefined driving profile is applied at predetermined track positions during a simulated journey on a simulated track. Therefore, when considering the simulated track, the test locomotive component and the brake locomotive component should be at the same position at the same time so that the driving and braking data are applied synchronously.

[0055] According to a preferred method, the brake data is designed to simulate non-powered rail vehicles, particularly freight wagons and / or passenger cars, attached to the test locomotive component. In particular, the vehicles' running resistances are determined using computational fluid dynamics (CFD). Thus, the running resistances of the wagons are incorporated into the fully simulated brake data. The actual wagons do not yet need to exist. This allows for the targeted simulation of the effects of new wagon types.

[0056] According to a preferred method, the test track preferably includes its own controllable power supply. This allows for a clearly defined variation of the voltage during the test run. The test run is then carried out with a predetermined mains voltage, which is varied according to a predefined profile during the test run.

[0057] According to a preferred method, environmental conditions, in particular wind and / or temperature, are measured during the test run. The measured energy consumption is then preferably adjusted based on these measurements. On a circular track, the problem of wind is not significant, since, from the locomotive's perspective, the wind blows from all directions. However, the circular track simulates a real journey on a real route, meaning that different speeds could be reached within a single circuit. Since wind resistance is speed-dependent, and this dependency is known or at least determinable, the influence of wind on the test run can be factored out. Effects of temperature, such as the energy consumption of cooling, can also be factored out.

[0058] According to a preferred method, the test drive is performed multiple times. Preferably, the driving data and / or braking data are varied according to a predefined scheme during different test drives. This has the advantage of artificially creating a "blurring" of the test data, which provides greater reliability for the final result. For the customer, the highest energy consumption can then be stated as the final result for safety reasons. It is preferred that the variation of the braking data simulates oncoming traffic and / or tunnel driving and / or weather influences, especially wind. Preferably, the variation of the driving data simulates disruptions in the operational sequence and / or deviations from driving profiles due to weather influences.

[0059] According to a preferred method, the driving data is varied, preferably while the braking data remains unchanged. The energy consumption is then measured for several test runs, and the test run with the lowest energy consumption is identified. The corresponding driving data for this test run is then output. In this way, a driving guideline for a locomotive on a given route can be provided to a locomotive driver. For example, for a battery-powered locomotive, it can be determined which driving style results in the lowest energy consumption on a given route. Preferably, acceleration profiles and / or braking profiles (i.e., the type of braking in the driving data) and / or the control of cooling for drive components of the test locomotive are varied in the driving data.

[0060] Thus, in addition to simply verifying energy consumption, the invention can also be used for further investigations. For example, as explained above, the customer driving simulation can also be used as a basis for specific optimizations. This means that if it is planned to operate a vehicle (the test locomotive component or a simulated car) on a specific route with a corresponding timetable, the vehicle or the driving style can be optimized specifically for this purpose using the emulator, and, for example, the cooling of the drive components can be parameterized to be as energy-efficient as possible. This allows the energy efficiency of vehicles to be further increased, especially for passenger transport (preferably with multiple units).

[0061] According to a preferred method, the profile of the test track is incorporated into the braking data in such a way that curve radii and, in particular, gradients and inclines of the test track are compensated for. In this way, the influence of the test track on the measurements can be eliminated, since the characteristics of the test track should not affect the measurement. The test track, with its gradients, curves, and any switches present, influences the test result. An incline on the test track would require the test locomotive component to exert additional force to overcome it. These influences are accordingly factored into the braking data to compensate for the effects of the test track's topography.

[0062] It is preferred that a table or mathematical function exists in which the additional influences of the test track are plotted as a function of the GPS position. Upon reaching the corresponding position, these influences are incorporated into the braking data. Instead of determining the position via GPS, the kilometer markings of the test track can also be used for position determination. Since test tracks are usually very flat and the curve radii are generally very large, meaning their influence is comparatively small, a specially configured (possibly even static) controller on the braking locomotive component can also satisfactorily compensate for the influence of the track.

[0063] According to a preferred method, the temperature of several components of the test locomotive, in particular traction components, is additionally measured while the locomotive is controlled according to the driving data and simultaneously braked by the braking locomotive component according to the braking data. Thus, in addition to energy consumption, the temperature of the test locomotive component is also monitored.

[0064] Current technology does not optimally meet the customer's need for detailed energy consumption data. The invention provides a "driving cycle emulator" for dynamic measurements, enabling the measurement of any desired driving cycle scenario with minimal effort. The invention significantly reduces the effort required to organize a test run (ordering the route and vehicles, conducting the test, and finding a train driver familiar with the route).

[0065] The inventive concept of the driving cycle emulator fulfills the most important aspect of metrological verification as required on the market. The emulator makes it possible to analyze any desired combination of train, track, and timetable and to process the data so that the test run can be carried out with two locomotives on any route. Essentially, only a single vehicle is required for the measurement, e.g., a multiple unit train, or only two vehicles are needed: the test locomotive and a brake locomotive. Since the characteristics of the test track (curve radii, gradients, etc.) can also be simulated in the emulator through parameterization, it is possible to perform the measurement on any available track. The driving profiles can be uploaded to both vehicles, and the preset driving cycle is executed automatically; intervention by a train driver is therefore not required.This ensures that the specifications for the test run are adhered to very precisely, which greatly increases accuracy and reproducibility and makes possible remeasurements highly unlikely. The test time is therefore used with maximum efficiency.

[0066] Even in the early stages of a project, tender, or acquisition, without physically available vehicles (e.g., cars), test drives can demonstrate how the vehicle to be offered will behave and what energy consumption can be expected. The invention thus enables preliminary tests to be conducted alongside the subsequent driving cycle, allowing for the early identification of challenging sections of the driving cycle before actual operation and the implementation of corresponding optimizations even before the first day of operation. The vehicle control system, particularly with regard to the cooling system, can be highly customized using the emulator according to the invention.

[0067] Further applications include various type testing or regression tests. Automation can reduce the time and personnel required in these cases.

[0068] The invention is explained in more detail below with reference to the accompanying figures and exemplary embodiments. The same components are designated with identical reference numerals in the various figures. The figures are generally not to scale. They show: Figure 1 a sketch of an example of a system according to the invention from above, Figure 2 a block diagram of an example of a method according to the invention, Figure 3 A sketch for generating driving data and braking data.

[0069] Figure 1Figure 1 shows a sketch of an example of a system 1 according to the invention for determining the energy consumption of a test locomotive 3 during a test run, viewed from above. Here, the test locomotive 3 and its control unit 5 are also considered part of the system 1, although this is not strictly necessary. The system can, in principle, be used for many different test locomotives 3, as well as for measuring wagons or railcars. In addition to the test locomotive 3 (as an example of a test locomotive component), the system comprises the following components: a brake locomotive 4 (as an example of a brake locomotive component) with a coupling 10, with which it is coupled to the test locomotive 3 to form a locomotive system 3, 4 for the test run. Even though further wagons can certainly be coupled, the basic configuration shown is generally sufficient, unless the influence of a real wagon on the test run is to be measured.

[0070] A control system 5 designed to control brake locomotive 4 and test locomotive 3. Preferably, the control system 5 comprises at least one control unit 5 for brake locomotive 4 and an interface for data transmission to test locomotive 3. If test locomotive 3 is part of system 1, the control system can be formed from the control units 5 of brake locomotive 4 and test locomotive 3.

[0071] A test track 2, on which the locomotive system 3, 4 runs during the test run.

[0072] A data interface 6 designed to receive basic data D for the test run, including at least information on the train composition, load, route profile and timetable.

[0073] An investigation unit 7, designed for at least three functions, whereby these functions can certainly be processed separately in different modules.

[0074] The investigation unit 7 serves, on the one hand, to determine driving data F from the basic data D, which includes at least information on the tractive force and speed profiles of the test run, and is designed to control the test locomotive 3 during the test run on the test track 2.

[0075] Furthermore, the investigation unit 7 serves to determine braking data B, which includes at least information on the inhibition during the test run due to the train composition, load and the track profile, and is designed to brake the brake locomotive 4 during the test run on the test track 2 according to the inhibition.

[0076] Ultimately, the investigation unit 7 also serves to transmit the driving data F and braking data B to the control system 5, whereby the braking data B is intended for braking the brake locomotive 4 and the driving data F for controlling the test locomotive 3. If the control system 5 includes the control units 5 of the two locomotives, the braking data B can be sent to the control unit 5 of the brake locomotive 4 and the driving data F to the control unit 5 of the test locomotive 3.

[0077] A measuring unit 8 designed to measure the energy consumption of the test locomotive 3 while it is being controlled on a test run with the locomotive system 3, 4 on the test track 2 according to the driving data F and is simultaneously being braked by the brake locomotive 4 according to the brake data B.

[0078] Figure 2 shows a block diagram of an example of a method according to the invention for determining the energy consumption of a locomotive during a test run, e.g. with a system according to Figure 1 .

[0079] In step I, basic data D for the test run is provided, which includes at least information on the train composition, load, route profile and timetable.

[0080] In step II, driving data F is determined from the basic data D, which includes at least information on the tractive effort and speed profiles of the test run and is designed to control the test locomotive 3 during the test run on the test track 2. This driving data F is then transmitted to the control system 5, e.g., to the control unit 5 of the test locomotive 3.

[0081] In step III, braking data B is determined from the basic data D, which includes at least information on the braking force during the test run due to the train composition, load, and track profile, and is designed to brake the locomotive 4 during the test run on test track 2 according to the braking force. This braking data B is then transmitted to the control system 5, e.g., to the control unit 5 of the locomotive 4.

[0082] In step IV, a test run is conducted with locomotive system 3, 4 on test track 2, and the energy consumption and, if applicable, other parameters such as temperature are measured. Energy consumption is symbolized here by the energy data E. During the measurement, the test locomotive 3 is controlled according to the driving data F and simultaneously braked by the braking locomotive 4 according to the braking data B.

[0083] Figure 3 The diagram shows a sketch for generating driving data F (top) and braking data B (bottom). The driving data F is generated from left to right using the timetable (especially the stopping points), the train's speed (especially a speed profile), acceleration curves (how the train accelerates when starting), and deceleration curves (how it decelerates before a stop).

[0084] The braking data B is calculated from left to right based on the train composition, the load (symbolized here by a weight) and the profile of the track.

[0085] Finally, it should be noted once again that the methods described in detail above, as well as the system presented, are merely exemplary embodiments which can be modified in various ways by a person skilled in the art without departing from the scope of the invention. Furthermore, the use of the indefinite articles "one" or "an" does not preclude the possibility that the features in question may be present multiple times. Likewise, the terms "unit" and "device" do not preclude the possibility that the components in question consist of several interacting sub-components, which may also be spatially distributed. The expression "a number" is to be understood as "at least one."

Claims

1. Method for determining an energy consumption of a rail vehicle during a test run comprising the steps of: a) providing a locomotive system (3, 4) comprising a brake locomotive component (4) and a test locomotive component (3) which are coupled together, wherein the brake locomotive component (4) is moved by the test locomotive component (3) during the test run, and wherein a control system (5) controls the test locomotive component (3) and the brake locomotive component (4) during the test run, b) providing a test track (2) on which the locomotive system (3, 4) runs during the test run, c) providing basic data (D) for the test run, including at least information on the train composition, loading, track profile and timetable, d) determining running data (F) from the basic data (D), which comprise at least information on the tractive force and speed profiles of the test run and are designed to control the test locomotive component (3) during the test run on the test track (2), and transmitting the running data (F) to the control system (5), e) determining braking data (B) from the basic data (D), which comprise at least information on the inhibition during the test run by the train composition, loading and / or the track profile and are designed to brake the brake locomotive component (4) during the test run on the test track (2) in accordance with the inhibition, and transmitting the braking data (B) to the control system (5), f) carrying out the test run with the locomotive system (3, 4) on the test track (2) and measuring the energy consumption of the test locomotive component (3) while it is running according to the running data (F) and at the same time is braked by the brake locomotive component (4) in accordance with the braking data (B).

2. Method according to Claim 1, wherein running resistances of the vehicles used in the train composition are used as basic data (D), in particular wherein at least one variable from the group of traction, weight and air resistance is used, and / or wherein the basic data (D) preferably specify a scenario which has impaired running characteristics compared with normal operation, and in particular a maximum loading and / or a low grid voltage and / or headwind are specified.

3. Method according to one of the preceding claims, wherein a test locomotive (3) is used as the test locomotive component (3) and a brake locomotive (4) is used as the brake locomotive component (4), and wherein the control system (5) comprises two control units (5) and - the test locomotive component (3) has its own control unit (5), to which the running data (F) are transmitted and which is designed to control the test run of the test locomotive component (3) in accordance with the running data (F), and - the brake locomotive component (4) has its own control unit (5), to which the braking data (B) are transmitted and which is designed to brake the brake locomotive component (4) during the test run in accordance with the braking data (B).

4. Method according to one of the preceding claims, wherein a real track is used as the test track (2) or a test track with a closed track guide, which is preferably ring-shaped, in particular circular, and particularly preferably comprises curves and straight track sections.

5. Method according to one of the preceding claims, wherein the braking data (B) are such that the driving profile of the brake locomotive component (4) can be controlled during the test run in such a way that running resistances of a predetermined track and of a predetermined train composition are mapped, and the running data (F) are such that the driving profile of the test locomotive component (3) can be controlled during the test run in such a way that a predetermined driving profile is mapped, preferably wherein the control of the test locomotive component (3) and brake locomotive component (4) proceed simultaneously in such a way that a predetermined driving profile is applied at predetermined track positions during a simulated run on a simulated track.

6. Method according to one of the preceding claims, wherein the braking data (B) are such that they simulate non-powered vehicles attached to the test locomotive component (3), in particular freight wagons and / or passenger wagons, wherein running resistances of the vehicles are determined in particular by means of numerical fluid mechanics.

7. Method according to one of the preceding claims, wherein the test track (2) has its own controllable voltage supply and the test run is carried out with a predetermined grid voltage, wherein the grid voltage is varied according to a predetermined profile during the test run.

8. Method according to one of the preceding claims, wherein environmental conditions, in particular wind and / or temperature, are measured during the test run and the measured energy consumption is adjusted as a function of this measurement.

9. Method according to one of the preceding claims, wherein the test run is carried out several times and during different test runs the running data (F) and / or the braking data (B) are varied according to a predetermined scheme, preferably wherein the variation of the braking data (B) simulates oncoming traffic and / or tunnel driving and / or weather events, in particular wind, and / or preferably wherein the variation of the running data (F) simulates disturbances in the operating sequence and / or deviations from driving profiles due to weather events.

10. Method according to Claim 9, wherein the running data (F) are varied, preferably with non-varied braking data (B), the energy consumption is measured for several test runs, the test run with the most favourable energy consumption is determined and the corresponding running data (F) are output for this test run, preferably wherein acceleration profiles and / or braking profiles and / or a control of a cooling of drive components of the test locomotive component (3) are varied in the running data (F).

11. Method according to one of the preceding claims, wherein the profile of the test track (2) is included at least in the braking data (B) in such a way that curve radii and, in particular, ascents and descents of the test track (2) are compensated for.

12. Method according to one of the preceding claims, wherein additionally the temperature of a number of components of the test locomotive component (3) is measured, in particular of traction components, while said component is being controlled according to the running data (F) and is simultaneously braked by the brake locomotive component (4) in accordance with the braking data (B).

13. System (1) for determining an energy consumption of a rail vehicle, in particular a locomotive, a railcar, a multiple unit train or a wagon, during a test run using the method according to one of the preceding claims, the system (1) comprising: - in the case in which a non-powered rail vehicle is to be measured as the rail vehicle, a locomotive system (3, 4) comprising a test locomotive component (3), in particular a test locomotive (3), and a brake locomotive component (4), in particular a brake locomotive (4), and in the case in which a powered rail vehicle is to be measured as the rail vehicle, a brake locomotive (4) as the brake locomotive component (4) with a coupling (10), with which it can be coupled to a locomotive system (3, 4) for a test run with the powered rail vehicle as the test locomotive component (3), - a control system (5) designed to control brake locomotive component (4) and test locomotive component (3), preferably comprising at least one control unit (5) for the brake locomotive component (4), and an interface (9) for data transmission to the test locomotive component (3), - a test track (2) on which the locomotive system (3, 4) runs during the test run, - a data interface (6) designed to receive basic data (D) for the test run comprising at least information on the train composition, loading, track profile and timetable, - a determination unit (7) designed to i) determine running data (F) from the basic data (D), which comprise at least information on the tractive force and speed profiles of the test run and are designed to control the test locomotive component (3) during the test run on the test track (2), ii) determine braking data (B) from the basic data (D), which comprise at least information on the inhibition during the test run by the train composition, loading and / or the track profile, and are designed to brake the brake locomotive component (4) during the test run on the test track (2) in accordance with the inhibition, iii) transmit the running data (F) and braking data (B) to the control system (5), wherein the braking data (B) are provided for braking the brake locomotive component (4) and the running data (F) are provided for controlling the test locomotive component (3), - a measuring unit (8) designed to measure the energy consumption of the test locomotive component (3) while it is controlled on a test run with the locomotive system (3, 4) on the test track (2) in accordance with the running data (F) and is simultaneously braked by the brake locomotive component (4) in accordance with the braking data (B).

14. Computer program product comprising instructions which, when the program is executed by a computer, prompt the computer to execute at least steps c) to f) of the method according to one of Claims 1 to 12, wherein the execution of the test run corresponding to step f) corresponds to the output of control data for controlling the locomotive system (3, 4).

15. Computer-readable storage medium comprising instructions which, when executed by a computer, prompt the computer to execute at least steps c) to f) of the method according to one of Claims 1 to 12, wherein the execution of the test run corresponding to step f) corresponds to the output of control data for controlling the locomotive system (3, 4).