Method and system for cooling a traction component of a rail vehicle

Abstract

The invention relates to a method for cooling a traction component (3) of a rail vehicle while it is travelling on a route, comprising the following steps: providing driving information (F) relating to the route, comprising data relating to an expected power consumption of the traction component (3) during the journey at different times, or comprising data from which said expected power consumption can be calculated; measuring the temperature of the traction component (3) during the journey at a first time; calculating a cooling power based on the measured temperature and the expected power consumption of the traction component (3) in a section of the route, through which the rail vehicle travels after the first time; and cooling the traction component (3) with the calculated cooling power. The invention also relates to a corresponding system, a cooling system (8) and a rail vehicle.

Description

[0001] Method and system for cooling a traction component of a rail vehicle

[0002] The invention relates to a method and a system for cooling a traction component of a rail vehicle, in particular a locomotive, a railcar or a multiple unit, while it is traveling on a route, in particular in order to save energy by selecting the cooling strategy and / or to increase the availability of maximum power, e.g. by targeted "pre-cooling".

[0003] The cooling system of a locomotive's traction system is typically designed for the worst possible case. This means that during the design and conception phase of the locomotive, component tolerances, external conditions and assumed operating points are always selected so that the most unfavorable condition for operation and thus for the components is assumed as the basis for calculations and simulations. On this basis, the locomotive components are specified and their properties such as thermal time constants and thermal load limits are defined. Based on these properties and the primary goal of component protection, the necessary performance capacity of the cooling system is determined. This also applies to other powered rail vehicles, such as railcars or multiple units.

[0004] The cooling system is controlled based on the temperatures of the traction components to be cooled, which are read or calculated. Based on this component temperature, the necessary cooling requirement is determined and adjusted accordingly via the control system's actuators. The control system's parameters must be selected so that the following requirements (in descending order of priority) are met as best as possible:

[0005] 1 . Lifespan : Thermal protection of components

[0006] 2. Availability: Providing vehicle performance under all external circumstances

[0007] 3 . Energy efficiency : Optimal (usually minimal) power consumption of the cooling components .

[0008] Requirement 1 and 3 are conflicting requirements. To meet requirement 1, a high cooling capacity must always be provided, whereas requirement 3 calls for the lowest possible cooling capacity. Since the control system only uses the current thermal state of the traction components to determine the cooling requirement, it is difficult to determine cooling control parameterization that satisfies all requirements equally. Due to prioritization, the cooling system control parameterization can usually be selected in such a way that the components are protected.

[0009] The disadvantage of this is that the components and their cooling system are not used optimally at partial load and thus in a variety of application scenarios and the control system maintains large reserves.

[0010] The control of current cooling systems relates exclusively to the currently measured temperature of the components to be cooled. The measured or calculated temperatures are compared with previously defined parameters which represent a relationship between component temperature and cooling requirement in the form of a fan speed / frequency, and the resulting fan speed is set on the fan. It is an object of the present invention to provide an alternative, more convenient method and a corresponding system for cooling a traction component of a (powered) rail vehicle while it is traveling on a track, with which the disadvantages described above are avoided and in particular energy is saved and the availability of maximum power is increased.

[0011] This object is achieved by a method according to patent claim 1, a system according to patent claim 10 and a cooling system according to patent claim 12 and a rail vehicle according to patent claim 13.

[0012] The method according to the invention serves to cool a traction component of a (powered) rail vehicle, which in particular means a locomotive, a railcar or a multiple unit, a subway or generally a battery-powered rail vehicle as well as a diesel or fuel cell vehicle, while it is traveling on a track. A traction component is a component that directly serves the travel of the rail vehicle, such as a power converter or a motor. As stated above, suitable cooling systems are basically known, but here they are controlled in a special way, thus optimizing the cooling. The method comprises the following steps:

[0013] - Providing travel information about the route, which includes data on the expected power consumption of the traction component during the journey at different times or includes data from which this expected power consumption is or can be calculated,

[0014] - Measuring the temperature of the traction component during travel at a first time, - Calculating a cooling capacity based on the measured temperature (i.e. based on recorded temperature data) and the expected power consumption of the traction component on a section of the route which is traversed by the rail vehicle after the first time,

[0015] - Cooling of the traction component with the calculated cooling capacity.

[0016] The journey information comprises data on the current journey of the rail vehicle. It provides information about the power that the traction component will consume at future points in time during the journey. This can be direct data on power consumption or data from which the power consumption can be derived, e.g. group data characterising the journey or route, including climbs, declines, curve radii, stops, accelerations and braking. It can also include data on the load of the wagons moved by the rail vehicle during the journey. It is important that the power consumed during the journey is known at different points in time, preferably at many points in time over the entire journey. This information can be provided by a control centre, e.g. by radio or another type of data communication, or from a data storage device.For example, the trip information can be a table of values ​​or a graph that indicates power consumption.

[0017] The measurement of the temperature of the traction component during travel has already been implemented in many (powered) rail vehicles and is known to those skilled in the art. Temperature sensors, which many rail vehicles are already equipped with, can be used for this purpose. The temperature measurement takes place at a first point in time. This means a point in time during the journey, which is basically any point in time and to which the subsequent method sequence refers. It should be noted that the method is and can be applied continuously during the journey, with the current point in time of a measurement preferably being regarded as the "first point in time".

[0018] A cooling output is now determined from the journey information for a subsequent section of the route ("route section"), based on the position of the rail vehicle on the route at the first point in time. This route section preferably follows immediately after the position of the rail vehicle at the first point in time, but can theoretically also follow later. Since cooling is being considered here, it is preferred that the route section is preferably so long that the rail vehicle can travel through it in a period of time longer than one minute, in particular longer than 5 minutes. However, it is also preferred that the route section is so long that the rail vehicle can travel through it in a period of time shorter than one hour, in particular shorter than 30 minutes or even less than 15 minutes. The term "immediately" refers to the data in the journey information. If this is available, for example.in the form of a table or a graph, then the part of the table or graph which immediately follows the first point in time with regard to the journey of the rail vehicle is preferably used.

[0019] It should be noted that the journey information is usually route-related. In practice, it is preferred to determine the position of the rail vehicle on the route at the first point in time in this step, e.g. using GPS or beacons, and in particular also the speed of the rail vehicle. It is then determined which data set of the journey information is relevant for the subsequent method step, i.e. which can be assigned to the said route section. This is preferably done in such a way that, after the position of the rail vehicle on the route has been determined, a data set is selected from the journey information which corresponds to a subsequent section of the route (with a possibly predetermined length). The data set can also be determined based on the current speed, i.e. the route section and / or the data set to be used is determined as a function of the speed.From this data set, the expected power consumption (in the section of the route) can be determined, e.g. a higher power consumption if the following section is uphill and a lower power consumption if it continues on a flat surface.

[0020] The cooling capacity is then calculated based on the measured temperature and the expected power consumption. If an uphill section follows, for example, the cooling capacity can be increased in advance or remain the same if the subsequent section of the route is flat. Particularly advantageous scenarios for calculating the cooling capacity are described below. It is important, however, that not only current temperature data is used to control the cooling (i.e., for the cooling capacity), but also data from the subsequent section.

[0021] The cooling of a traction component is basically known. However, within the scope of the invention, the special calculated cooling capacity is used, which is based, among other things, on data about the subsequent route. It should be noted that many known cooling systems simply require a specification for the cooling capacity. Essentially, the term "cooling capacity" refers to anything that ensures that a cooling system cools with the desired cooling capacity. This can be numerical values, control commands, cooling graphs, or other data or signals.

[0022] In contrast to the state of the art, where only the current component temperature is used to control the cooling system, a recommended driving style (or other route information) is now taken into account as additional input for controlling the system.

[0023] In addition to the actual temperatures of the components, the future load profile of the rail vehicle can be included in the determination of the required cooling demand and thus the fan frequency to be set, based on the known route and the timetable to be run.

[0024] A system according to the invention for cooling a traction component of a rail vehicle while traveling on a track is particularly designed to carry out the method according to the invention. The system comprises the following components:

[0025] - a data interface designed to receive travel information about the route, which includes data on the expected power consumption of the traction component during the journey at different times or includes data from which this expected power consumption is or can be calculated,

[0026] - a measuring unit designed to measure the temperature of the traction component while driving at a first time,

[0027] - a computing unit designed to calculate a cooling capacity based on the measured temperature and the expected power consumption of the traction component on a section of the route which is traversed by the rail vehicle after the first time, - a control unit designed to control a cooling unit of the rail vehicle for cooling the traction component with the calculated cooling capacity.

[0028] Suitable data interfaces are known and are designed in particular for data communication via radio or to a storage unit.

[0029] Suitable measuring units are known in the art. Measuring units such as those already used to monitor a cooling unit in a (powered) rail vehicle can be used for this purpose.

[0030] The computing unit must be designed to calculate the cooling capacity based on the measured temperature and the expected power consumption. For example, it is a computer or a controller designed to calculate power values ​​(or control data) from measured temperature data and the aforementioned data set from the driving information.

[0031] Suitable control units are generally known in the art and are used to control a cooling unit. It is important that the control unit operates the cooling unit at the calculated cooling capacity.

[0032] The cooling system according to the invention for a rail vehicle comprises a cooling unit and a system according to the invention. It should be noted that the system controls the cooling unit with its control unit. The cooling unit therefore cools according to the calculated cooling capacity.

[0033] Suitable cooling units are known in the state of the art and are used in (powered) rail vehicles such as locomotives, multiple units or railcars to cool the traction components.

[0034] A rail vehicle according to the invention, in particular a multiple unit, a railcar or a locomotive, comprises a cooling system according to the invention.

[0035] The invention can be implemented in particular in the form of a computer unit, in particular in a control device, with suitable software. The computer unit can, for example, have one or more cooperating microprocessors or the like. In particular, it can be implemented in the form of suitable software program parts in the computer unit. A largely software-based implementation has the advantage that even computer units already used in multiple units or train sets or in their carriages can be easily retrofitted by means of a software or firmware update in order to operate in the manner according to the invention.In this respect, the object is also achieved by a corresponding computer program product with a computer program that can be loaded directly into a memory device of a computer unit, with program sections for carrying out all steps of the method according to the invention when the program is executed in the computer unit. Such a computer program product can, in addition to the computer program, optionally comprise additional components such as, for example, documentation and / or additional components, including hardware components such as, for example, hardware keys (dongles, etc.) for using the software.A computer-readable medium, for example a memory stick, a hard disk or another portable or permanently installed data storage device, on which the program sections of the computer program that can be read and executed by a computer unit are stored, can be used for transport to the computer unit and / or for storage on or in the computer unit.

[0036] Further, particularly advantageous embodiments and developments of the invention emerge from the dependent claims and the following description, wherein the claims of one claim category can also be developed analogously to the claims and description parts to form another claim category and, in particular, individual features of different embodiments or variants can be combined to form new embodiments or variants.

[0037] According to a preferred method, special journey information is used. The journey information preferably comprises data on a route profile, in particular on the incline, the decline, the height and the length of a route section, as well as on curve radii. Alternatively or additionally, the journey information preferably comprises data on a timetable, in particular with route-dependent accelerations, brakings and stops or times and durations of standstill periods. Alternatively or additionally, the journey information preferably comprises data on a recommended driving style, in particular a speed profile, preferably energy- or performance-optimised. Alternatively or additionally, the journey information preferably comprises data on a cooling requirement that will be needed at a future point in time. Alternatively or additionally, the journey information preferably comprises data on a trailer load and / or vehicle load.Alternatively or additionally, the travel information preferably includes data on meteorological ambient conditions, in particular on wind and / or temperature. Alternatively or additionally, the travel information preferably includes data on the energy still available from an energy source for the travel of the rail vehicle, in particular the fill level of a tank, e.g. of hydrogen or diesel, or of a battery (e.g. the charge level of the battery).

[0038] According to a preferred method, a cooling performance curve is provided before or during the journey to control the cooling performance over a period of time. This cooling performance curve can also be referred to as a "cooling characteristic curve" or more generally as a "cooling strategy" and in particular comprises frequency specifications and / or other cooling specifications for operating a cooling unit (for the traction components). It is preferred that a predetermined cooling performance curve is modified based on the journey information and the measured temperature. Alternatively, a cooling performance curve can preferably be calculated based on the journey information and the measured temperature and, in particular, an existing cooling performance curve can be replaced.Alternatively, a cooling performance curve can preferably be selected from a group of cooling performance curves based on the driving information and the measured temperature, and in particular, an existing cooling performance curve can be replaced. Cooling of the traction component is preferably continued after the first point in time according to the cooling performance curve. This has the advantage of not having a static value for cooling, but rather a profile that changes over time.

[0039] It should be noted that the driving information F can be correlated with various cooling performance curves. With this preferred embodiment, it is already possible to specify which cooling performance curve should be applied to which route section or driving situation.

[0040] According to a preferred method, the travel information comprises data on a number of stops and idle times, or such travel information is used. A cooling performance curve for cooling the traction component is created, taking into account cooling during a subsequent idle time. Preferably, the cooling performance curve is created such that the temperature of the traction component corresponds to a predetermined target temperature after the idle time.

[0041] Preferably, a predetermined cooling performance curve for the cooling is modified in such a way that the cooling is reduced while driving and the cooling is extended into the idle time.

[0042] This embodiment is particularly advantageous for a rail vehicle that is operated at high power over an extended period. In state-of-the-art technology, the cooling system normally operates at maximum level to keep the components as cool as possible. This attempts to keep the reserves in the traction system up to the maximum permitted temperature as large as possible in order to be able to cope with any further power increases without reductions (due to excess temperature). In the event that a longer stay is planned for the rail vehicle at the next stop, the state-of-the-art technology involves parking the locomotive with cool components, even though the components could cool down on their own when stationary without an active cooling system.The energy expended in the prior art for cooling prior to standstill would be saved by the preferred embodiment described above in the case where a longer standstill period is already planned for the rail vehicle according to the timetable (in the travel information). By evaluating the timetable, the control system knows the planned standstill (in a subsequent section of track). Based on the required cooling capacity, the ventilation strategy (frequency and voltage specifications of the converter) is adjusted accordingly.

[0043] Using information about the planned standstill of the rail vehicle, including the scheduled downtime (in the journey information), the cooling output during the preceding journey is reduced to such an extent that the downtime is taken into account. The rail vehicle may well arrive at the stopping point with warmer traction components than with the state of the art, and possibly even with hot traction components. The scheduled standstill time is then used to cool the traction system. When stationary, very little to no additional power is required for cooling the components by the fans and pumps. By including the timetable in determining the cooling strategy and dynamically utilizing the thermal reserves of the components, the power that has to be made available to the cooling system can be reduced. Consequently, the energy efficiency of the cooling system and thus of the entire rail vehicle is improved.

[0044] According to a preferred method, the journey information comprises data on a route profile (or such journey information is used), and route sections which require a high power output are identified in the route profile. Before reaching such a route section, a cooling-power curve is then created to cool the traction component, which pre-cools the traction component before reaching the relevant route section. The cooling-power curve is preferably created such that the temperature of the traction component before reaching the relevant route section is below a predetermined starting temperature (for starting travel on this route section). The starting temperature can be predetermined by the temperature which should optimally be present at the start of travel on this route section in order to avoid overheating of the traction components.

[0045] Particularly preferably, a predetermined cooling performance curve for the cooling is modified in such a way that the cooling performance is increased before the relevant section of the route is reached.

[0046] This embodiment is particularly advantageous for a rail vehicle for which the load on the traction system is initially only moderate, for example because it is currently traveling on a level stretch. The temperature of the components is typically somewhat higher and the cooling system operates at a low level. If the rail vehicle then approaches an incline, the ventilation would, in the prior art, increase the frequency of the fans accordingly due to the rising component temperatures (due to the increased traction requirement). A reserve is provided in the thermal design of the components for this case of higher traction requirement.

[0047] The reserve is selected so that an increase in the requested power can be met at any time. To avoid over-designing the components, a compromise must be found between actual operational requirements and manufacturing cost when determining the reserve. This means that the time until the limit temperature of the components is reached and a reduction in traction power occurs is finite. This can result in performance losses on long, steep sections with the current technology. How long the reserves last until the maximum component temperature is reached depends largely on the outside temperature, tractive effort, and speed.

[0048] The preferred embodiment described above is particularly advantageous if high temperatures of the traction components are imminent on a future section of the route (particularly at high outside temperatures), e.g. when driving with a high trailer load on very long and steeply uphill sections. Route sections which, according to the journey information, have a large gradient or curve radius and length (large compared to a specified limit) or route sections which require a high power output are identified and the cooling strategy is automatically adapted. For the example case that a longer climb is imminent, the cooling capacity of the system is increased before the gradient is reached so that the traction components are in a pre-cooled state.This preconditioning increases the thermal reserve available for the upcoming section with increased power output and thus increases the time during which maximum power can be accessed without thermal restrictions. The prior identification of route sections with high power requirements due to line gradients, trailer load, or timetable specifications increases the availability of the rail vehicle's power.

[0049] According to a preferred method, the trip information includes data on the energy still available for the trip and additional data from which energy consumption for the further trip can be derived (or such trip information is used). This is, in particular, data on a route profile and / or a trailer load and / or a speed profile. A cooling-performance curve for cooling the traction component is then created in such a way that the available energy is not exceeded before the end of the trip.

[0050] According to a preferred method, the residual energy still available at the end of the journey is calculated. If a speed profile for the residual energy falls below a predetermined limit, a speed profile is determined which has a lower energy consumption than a speed profile used for the journey and this determined speed profile is used for the rest of the journey or issued as a driving recommendation for a train driver. Alternatively or additionally, if a predetermined limit for the residual energy is not reached, a cooling power curve for cooling the traction component is created in such a way that a predetermined minimum cooling takes place and thermal reserves of the traction component are utilized.

[0051] The preferred embodiment described above is particularly advantageous when a rail vehicle is operated with an integrated high-voltage traction battery (HV battery). For this operation, the rail vehicle is typically placed in a specific mode. In this mode, the control of the auxiliary systems is designed for low energy consumption, e.g., by lowering fan frequencies. Operating the cooling system reduces the energy stored in the battery and thus the distance that can be covered by the rail vehicle.

[0052] The range depends on the route to be traveled, the

[0053] Total mass of the vehicle and the driving style of the

[0054] The driver has the status of a train driver only as

[0055] Reference point on which the train driver can orient his driving style, only the displayed remaining range or.

[0056] Battery capacity .

[0057] The current determination of the remaining range when operating a rail vehicle from an HV battery was primarily based on the energy consumed so far and the resulting average consumption per minute or kilometer. This only allows a rough estimate for the remaining journey as to whether the planned timetable will be met or whether the stop will be reached with the remaining available energy, e.g., the remaining fuel or the available battery capacity, since no forward route requirements are taken into account in the calculation.

[0058] With the preferred embodiment described above, it is possible to significantly increase the accuracy of the calculation of the remaining range. Higher energy consumption due to route characteristics (curve radius, gradient, distance to the destination) is preferably taken into account in the calculation, as are the requirements of the specified timetable. In order to increase the range with the existing battery charge level, an energy-optimized driving style is given to the train driver as a driving recommendation. If, for example, a comparison of the route, driving style and remaining energy, e.g. the remaining battery capacity, shows that a destination stop cannot be reached, the power of the cooling system is automatically reduced, e.g. to a minimum. This can be done in particular by utilizing all of the known thermal reserves of the traction components. This maximizes the remaining range.It is also preferred that the method is designed such that suggestions for an adapted driving style are generated and output to the driver, e.g. suggestions as to how far the driving style or the maximum speed would have to be adjusted so that the vehicle is able to complete the route. With this preferred embodiment, the cooling strategy is particularly preferably adapted based on the route characteristics within the framework of the thermal reserves of the traction components so that the operating time and distance possible with one battery charge are maximized as far as possible.

[0059] A preferred system comprises a sensor for measuring the outside temperature, wherein the computing unit is designed to additionally calculate a cooling capacity based on a measured outside temperature.

[0060] A preferred system comprises a sensor for measuring energy stored in a battery of the rail vehicle, wherein the computing unit is designed to additionally calculate a cooling power based on a measured energy stored in the battery.

[0061] The invention offers the advantage of optimized cooling. Depending on which data is available and used in the driving information, very special advantages arise in typical driving scenarios.

[0062] For example, the thermal preconditioning of components described above enables greater availability of the rail vehicle's maximum power. Compared to the currently used cooling system control, this allows for flexible responses to route requirements and energy-efficient adjustment of power availability for each section of the route. The invention saves energy during rail vehicle operation, which directly leads to a reduction in operating costs.

[0063] The invention can also ensure that the cooling system is controlled individually for each route so that the characteristics of the route and the timetable (downhill sections, level track sections with low power requirements, downtimes, etc.) are optimally utilized. This ensures that the components are thermally protected, i.e., sufficiently cooled, while the on-board electrical system draws as little energy as possible. By increasing the energy efficiency of the rail vehicle, the possible range and operating time from an HV battery is also maximized.

[0064] When using an HV battery, the energy stored in it is optimally utilized, meaning that even with the same battery capacity, the rail vehicle can operate longer than with the current state of the art. The same applies to rail vehicles that draw their energy from a tank-based energy source. Conversely, this means that a smaller (cheaper) battery could be used, or less fuel could be used. Even in the event of unforeseen changes to operational processes (e.g., unscheduled stops), the vehicle control system is able to provide information about the performance of the journey to be completed, giving the operator greater certainty about their operational processes.

[0065] The invention will be explained in more detail below with reference to the accompanying figures using exemplary embodiments. In the various figures, identical components are provided with identical reference numerals. The figures are generally not to scale. They show: Figure 1 shows a cooling device for a locomotive according to the

[0066] State of the art,

[0067] Figure 2 shows a cooling system for a locomotive with a system according to the invention and

[0068] Figure 3 is a block diagram of an embodiment of the method according to the invention.

[0069] Figure 1 shows a cooling device K according to the prior art in a very simplified manner. A traction component 3, e.g. an engine of a locomotive (as an example of a rail vehicle), is cooled as needed by means of a cooling unit 4. A temperature measuring unit 5 measures the temperature of the traction component 3 and forwards the measured data to a computing unit 6. In this example, the computing unit 6 selects a predetermined cooling power curve L based on the measured temperature. The cooling unit 4 is then controlled according to this cooling power curve L and the traction component 3 is cooled accordingly.

[0070] Figure 2 shows a cooling system 1 with a system 8 for cooling a traction component 3 of a locomotive while it travels along a track. The system 8 comprises a data interface 7, a temperature measuring unit 5, a computing unit 6, and a control unit 9. The cooling system additionally comprises a locomotive cooling unit 4.

[0071] The data interface 7 is designed to receive travel information F about the route on which the locomotive is traveling or is to travel, and here includes data on the expected power consumption of the traction component 3 during the journey at various times. However, it could also include, for example, a route profile with flats, downhill sections, and climbs, since the expected power consumption can be calculated from this. The data interface can, for example, be designed for data transmission to a control center via radio.

[0072] Here, in the left-hand box with the travel information F, it is indicated that this is correlated with various cooling performance curves L. It may well already be predetermined which cooling performance curve L should be applied to which route section.

[0073] The temperature measuring unit 5 is designed to measure the temperature of the traction component 3 during travel at a first point in time.

[0074] The computing unit 6 is designed to calculate a cooling capacity based on the measured temperature and the expected power consumption of the traction component 3 on a section of the route traversed by the locomotive after the first time. In contrast to Figure 1, not only the current temperature is taken into account, but also the expected power consumption.

[0075] The control unit 9 is designed to control a cooling unit of the locomotive with the calculated cooling capacity.

[0076] The system 8 could also take into account other measured values. For example, it can additionally comprise a sensor for measuring the outside temperature, with the computing unit 6 then being configured to additionally calculate a cooling capacity based on a measured outside temperature. However, it can also additionally comprise a sensor for measuring energy stored in a battery of the locomotive, with the computing unit 6 then being configured to additionally calculate a cooling capacity based on a measured energy stored in the battery.

[0077] Figure 3 shows a block diagram of an embodiment of the method according to the invention for cooling a traction component 3 of a locomotive while it is traveling on a track, e.g. with a cooling system 1 as shown in Figure 2.

[0078] In step I, journey information F is provided for the route, which includes data on the expected power consumption of the traction component 3 during the journey at various times or includes data from which this expected power consumption can be calculated. This can be, for example, data on a route profile or a timetable.

[0079] In step II, the temperature of traction component 3 is measured at a first point in time during travel. Temperature data T is provided here for further processing.

[0080] In step III, a cooling power curve L is calculated based on the measured temperature (i.e., the temperature data T) and the expected power consumption of traction component 3 (from the travel information F) on a section of the route traversed by the locomotive after the first time point. In step IV, traction component 3 is then cooled according to the calculated cooling power curve L.

[0081] 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 a variety of ways by those skilled in the art without departing from the scope of the invention. Furthermore, the use of the indefinite articles "a" or "an" does not exclude the possibility that the features in question may be present in multiple copies. Likewise, the terms "unit" and "device" do not exclude the possibility that the components in question consist of several interacting subcomponents, which may also be spatially distributed. The expression "a number" is to be understood as "at least one".

Claims

Patent claims 1. Method for cooling a traction component ( 3 ) of a railway vehicle during its journey on a track comprising the steps : - Providing journey information (F) for the route, which includes data on the expected power consumption of the traction component (3) during the journey at different times or includes data from which this expected power consumption can be calculated, - Measurement of the temperature of the traction component ( 3 ) during the journey at a first time point , - Calculation of a cooling capacity based on the measured temperature and the expected power consumption of the traction component ( 3 ) on a section of the track which is traversed by the rail vehicle after the first time point, - Cooling of the traction component ( 3 ) with the calculated cooling capacity .

2. Method according to claim 1, wherein the driving information (F) is data relating to - a route profile, in particular gradients, slopes, height and length of a route section, as well as curve radii, and / or - a timetable, in particular with route-dependent accelerations, braking, and stops or times and durations of standstill times, and / or - a recommended driving style, in particular a speed profile and / or - a cooling requirement needed at other times and / or - a trailer load and / or vehicle load and / or - meteorological environmental conditions, in particular wind and / or temperature, and / or - the remaining energy of an energy carrier used to propel the rail vehicle, in particular the fill level of a tank or battery.

3. A method according to one of the preceding claims, wherein a cooling power curve (L) is provided before or during the journey for controlling the cooling power over a period of time, wherein the cooling power curve (L) particularly includes frequency specifications for operating a cooling unit, preferably wherein - a predefined cooling performance curve (F) is modified based on the driving information (F) and the measured temperature or - a cooling performance curve (L) is calculated based on the driving information (F) and the measured temperature, and in particular replaces an existing cooling performance curve (L) or - a cooling performance curve (L) is selected from a group of cooling performance curves (L) based on the driving information (F) and the measured temperature, and in particular replaces an existing cooling performance curve (L), preferably wherein the cooling of the traction component (3) continues after the first time point according to the cooling performance curve (L).

4. Method according to claim 3, wherein data on a number of stops and standstill times are used as driving information and a cooling performance curve (L) is created taking into account cooling during a subsequent standstill time, preferably wherein the cooling performance curve (L) is created such that the temperature of the traction component (3) after the standstill time corresponds to a predetermined target temperature.

5. Method according to claim 4, wherein a predetermined cooling performance curve (L) is modified such that the cooling is reduced during driving and the cooling is extended into the standby time.

6. Method according to one of claims 3 to 5, wherein data on a route profile are used as driving information (F), wherein route sections requiring high power output are identified in the route profile and a cooling power curve (L) is created before such a route section, which pre-cools the traction component (3) before reaching the route section in question, preferably wherein the cooling power curve is created such that the temperature of the traction component (3) is below a predetermined starting temperature before reaching the route section in question.

7. Method according to claim 6, wherein a predetermined cooling performance curve (L) is modified such that the cooling performance is increased before reaching the relevant section of the route.

8. Method according to any one of claims 3 to 7, wherein the driving information used includes data on the remaining energy still available for the journey and additionally data includes from which an energy consumption for the further journey can be derived, in particular data on a route profile and / or a trailer load and / or a speed profile, and wherein a cooling power curve (L) is created such that the available energy is not exceeded before the end of the journey.

9. Method according to claim 8, wherein the residual energy still available at the end of the journey is calculated and, if a predetermined limit value for the residual energy is undershot, - a speed profile is determined which has lower energy consumption than a speed profile applied for the journey, and this determined speed profile is applied for the further journey or issued as a driving recommendation for a train driver and / or - a cooling performance curve ( L ) is created such that a specified minimum cooling is achieved and thermal reserves of the traction component ( 3 ) are utilized .

10. System ( 8 ) for cooling a traction component ( 3 ) of a rail vehicle during its journey on a track, in particular designed for carrying out a method according to one of the preceding claims, the system ( 8 ) comprising: - a data interface ( 7 ) designed to receive a Driving information ( F) for the route, which includes data on an expected power consumption of the traction component ( 3 ) during the journey at different times or includes data from which this expected power consumption can be calculated , - a temperature measuring unit ( 5 ) designed to measure the Temperature of the traction component ( 3 ) during the journey at a first time point , - a computing unit (6) designed to calculate a cooling capacity based on the measured temperature and the expected power consumption of the traction component (3) on a section of the track which is traversed by the rail vehicle after the first time point, - a control unit (9) designed to control a cooling unit of the rail vehicle for cooling the traction component (3) with the calculated cooling capacity.

11. System according to claim 10, comprising a sensor for measuring the outside temperature, wherein the computing unit (6) is designed to additionally calculate a cooling capacity based on a measured outside temperature, and / or a sensor for measuring energy stored in a battery of the rail vehicle, wherein the computing unit (6) is designed to additionally calculate a cooling capacity based on a measured energy stored in the battery. 12 Cooling system (1) for a rail vehicle, in particular a multiple unit, a railcar or a locomotive, comprising a cooling unit (4) and a system (1) according to one of claims 10 or 11.

13. Railway vehicle, in particular a multiple unit, a railcar or a locomotive comprising a cooling system (1) according to claim 12.

14. Computer program product comprising instructions which, when the program is executed by a computer, cause the computer to execute at least steps c) to f) of the method according to any one of claims 1 to 9, wherein the The execution of the test run corresponds to the output of control data for the control of a rail vehicle.

15. Computer-readable storage medium comprising instructions which, when executed by a computer, cause it to perform at least steps c) to f) of the method according to any one of claims 1 to 9, wherein the execution of the test run corresponds to the output of control data for controlling a locomotive.

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