Improving the operation of a traction power system

Abstract

The invention relates to a method (100) for operating a traction power system (10). For the purpose of operating the traction power system (10), operating parameters are determined (102) by means of simulated operation of a virtual representation of the real traction power system (10). Furthermore, a target function is created (104) on the basis of at least some of the determined (102) operating parameters and at least one variable control characteristic. In addition, a value of the at least one control characteristic is determined (106), to which a target function value is assigned by means of the target function, which target function value deviates at most by 10% from an absolute extremum of the target function values. The operation of the traction power system (10) is controlled (108) on the basis of the value of the at least one control variable determined (106) in this way.

Description

[0001]202219370 1 Description Improvement of the operation of a traction power system The invention relates to a method for controlling a traction power system, a traction power system for carrying out the method, a computer program and a computer-readable medium. The operation of a traction power system is subject to various requirements. For example, reliable, safe and uninterrupted operation must be guaranteed. Such specifications are regulated, among other things, by technical standards, such as EN 50163 or EN 50122. Whether the traction power system meets the necessary requirements must be determined before operation begins. Therefore, compliance with specified requirements is usually checked by simulating the operation of a virtual image of a real traction power system and is preferably verified in this way.In addition to the requirements mentioned, there is a need to optimize the operation of the traction power system with regard to other parameters, such as energy efficiency or wear. For example, energy efficiency can be achieved by reducing electrical power losses. Such electrical power losses are predominantly caused by electrical transmission losses. Furthermore, energy efficiency can be increased by converting kinetic energy into electrical energy when a vehicle brakes, and consuming this energy instead of electrical energy from an external power grid. However, this requires precise control of the operation of the traction power system, taking into account the spatial and temporal operating conditions.In order to optimize the operation of the traction power system with regard to the additional parameters mentioned above, simulations of the operation of the traction power system have been carried out several times based on different values ​​for variable control parameters. The 202219370 2 values ​​are usually selected by experts based on their experience. While this can improve the operation of the traction power system within the framework of the simulations carried out, since the selection of different values ​​for the variable control parameters significantly influences the simulation process and thus the simulation result, only the best result can be selected from the set of simulations carried out. However, finding a global maximum or minimum for a parameter to be optimized is not possible using this approach.The object of the invention is to improve the operation of a traction power system at low cost. Furthermore, the object of the invention is to improve the energy efficiency of the operation of the traction power system under real-time conditions. These objects are achieved by a method for controlling the traction power system according to the features of claim 1. Furthermore, this object is achieved by a traction power system according to the features of the independent device claim. Furthermore, this object is achieved by a computer program according to the features of the independent claim 14 and by a computer-readable medium according to the features of the independent claim 15. Advantageous developments are the subject of dependent subclaims.In the method according to the invention for operating a traction power system, operating parameters for the purpose of operating the traction power system are determined by means of simulated operation of a virtual image of the real traction power system. Furthermore, a target function is created based on at least some of the 202219370 3 operating parameters determined in the aforementioned manner and at least one variable control parameter. Furthermore, a value of the at least one control parameter is determined, to which a target function value is assigned by means of the target function, which deviates by a maximum of 10%, preferably by a maximum of 5%, and particularly preferably by a maximum of 2% from an absolute extreme of the target function values. The operation of the traction power system is controlled based on the value of the at least one variable control parameter determined in this way.The virtual image of the traction power system makes it possible to simulate the movement of electrical consumers, such as vehicles, within the infrastructure of the traction power system. For example, terrain-related conditions such as inclines or gradients, a number of consumers and their changing locations can be taken into account. In particular, the virtual image of the real traction power system makes it possible to reliably determine the operating parameters of various electrical sources and sinks. The aforementioned operating parameters can be, for example, admittances of substations and / or overhead line systems, a spatially and / or temporally dependent power requirement of the loads, a spatially and / or temporally available electrical power and / or current-voltage characteristics of the loads and / or substations.The control parameter mentioned is a physical parameter, such as an electrical current, an electrical voltage, an electrical power, an admittance, or a current-voltage characteristic curve. Traction power systems are typically voltage-controlled. Therefore, the control parameter is preferably an electrical voltage. This electrical voltage can, for example, be a feed-in voltage of a controlled or uncontrolled substation, an operating voltage intended for the operation of a vehicle, or a feedback voltage by means of which energy is fed back into an electrical traction power network or another external electrical power network.The method according to the invention also makes it possible to quickly and cost-effectively optimize the operation of the traction power system with regard to a parameter represented by the objective function, such as, for example, electrical power loss. This allows optimization of operation under real-time conditions. In addition, the method mentioned makes it possible to optimize the operation of the traction power system based on a single simulation of the operation of the traction power system. This makes it easy to avoid optimization that influences train operations. Furthermore, it is possible to dispense with the need to carry out a large number of simulations for the purpose of improving the operation of the traction power system. Nevertheless, the option remains to perform a recalculation of the simulation based on the determined value of a variable control parameter and thus utilize further optimization potential.An advantageous development provides that the value of the at least one variable control parameter is determined based on a predetermined operating time of the traction power system. Values ​​of the at least one control parameter are preferably determined based on different operating times of the traction power system. For example, operating parameters related to different operating times are determined by simulating the operation of the traction power system. For the purpose of simply determining the value of a variable control parameter based on a predetermined operating time, the operating parameters determined for a predetermined operating time can be used. Operating states that change over time can thus be taken into account easily and quickly. This enables improved control of the operation of the traction power system under real-time conditions.A further advantageous development provides that the value of the at least one variable control parameter is determined based on location information of a vehicle operated by the traction power system. The simulation, and thus the determination of the operating parameters, can be improved based on the location information. This makes it possible to reduce any deviation of an operating parameter determined by simulation from real-life conditions. If, for example, a location according to a timetable or duty roster on which the simulation is based deviates from an actual location of a vehicle, or if vehicles move within the traction power system without a timetable or duty roster, these can be easily and reliably taken into account. The quality of the value determined for the control parameter can thus be improved.Furthermore, an advantageous development provides that the value of the at least one variable control parameter is determined based on a predetermined operating period of the traction power system. In this way, differences can be taken into account which occur, for example, due to daytime or nighttime operation, which occur due to seasonal changes such as external meteorological influences, as well as those which occur due to foreseeable timetable changes. Furthermore, in this way, values ​​for a control parameter can be determined which can be changed only rarely, only at predetermined times, or only with great effort during actual operation of the traction power system. In this way, operation can be easily and reliably optimized, taking into account a time restriction on a possible adjustment of a value for a control parameter.In a further advantageous development, it is provided that an electrical operating voltage of a subsystem of the traction power system is determined as the at least one variable control parameter 202219370 6. A subsystem of the traction power system in the present case is a functional assembly of the traction power system. For example, a subsystem can relate to an electrical consumer operated by the traction power system, an electrical generator, a line system or a substation. The named consumer can, for example, be a consumer of a vehicle operated by the traction power system, such as a drive or a lighting system. The named electrical generator can, for example, be a braking device of a vehicle, by means of which kinetic energy can be converted into electrical energy. Furthermore, it is conceivable for a subsystem to relate to a predetermined section of the overhead line system.This makes it possible to control the operation of a voltage-controlled traction power system simply and inexpensively. An advantageous embodiment provides that a feed-in voltage of a substation of the traction power system is selected as the at least one variable control parameter. A substation as a subsystem of the traction power system enables the transformation of an electrical voltage specified by an external power grid into an electrical voltage that is fed into a contact line system for the purpose of operating the traction power system. The substation is preferably designed to control the feed-in voltage based on a predetermined setpoint. By controlling the feed-in voltage, the greatest optimization potential with regard to improved energy efficiency during operation of the traction power system can be exploited in practice.It is conceivable that, in addition to or alternatively to the feed-in voltage, an operating voltage of a vehicle and / or a feedback voltage of a substation and / or a vehicle are selected as the variable control parameter. This can further improve the optimization of the operation of the traction power system with regard to energy efficiency. 202219370 7 Furthermore, an advantageous development provides that a separate value for the at least one variable control parameter is determined for several subsystems of the traction power system. This makes it possible to reliably take into account a multitude of operating conditions and thus provide precise operation of the traction power system. Individual constellations of sinks and sources of electrical energy as well as their temporal and spatial distribution can be easily and reliably taken into account when determining the value of the control parameter.An advantageous embodiment provides for a separate value for the feed-in voltage to be determined for each substation. This makes it possible to provide efficient control of the operation of the traction power system with only low power loss. Furthermore, an advantageous development provides for at least some of the operating parameters for the purpose of operating the traction power system to be determined by means of measurements on the actual traction power system. Alternatively or in addition to the operating parameters determined by means of the simulation, measured values ​​of operating parameters can be easily and reliably taken into account when optimizing the operation of the traction power system. In addition, measured values ​​make it possible to identify errors or deviations that are caused by the simulation, thus improving the accuracy of the simulation result.Another advantageous development provides for the creation of a target function by means of which an electrical power loss is mapped as a function of the at least one variable control parameter. This makes it possible to determine a value for the variable control parameter, to which a value of the power loss is assigned as a target function value by means of the target function, which value corresponds to a smallest 202219370 8 target function value or a value slightly deviating therefrom. It is conceivable that a sum of all contributions to the electrical power loss that occur during operation of the traction power system are taken into account. Instead of taking all possible contributions to the electrical power loss into account, it is alternatively conceivable that selected contributions are used to calculate the power loss. This makes it possible to reduce the computational effort.In particular, a number of contributions to the power loss to be taken into account in the objective function can be easily reduced. This allows energy-efficient operation of the traction power system to be realized in a time-efficient manner. In an advantageous embodiment, it is provided that an objective function is created by means of which electrical transmission losses, electrical losses due to voltage transformation and / or electrical losses due to unused electrical energy generated by a vehicle's braking device are mapped. The control parameter influences, in particular, the aforementioned contributions to the electrical power loss in different ways. By taking at least the aforementioned contributions to the electrical power loss into account, values ​​of the control parameter can be reliably determined, on the basis of which the electrical power loss of the overall system can be reduced.In this way, energy-efficient operation of the traction power system can be achieved while taking competing parameters into account. Furthermore, an advantageous development provides for the value of the at least one variable control parameter to be determined using a computer-implemented mathematical problem solver. Such a computer-implemented mathematical problem solver is also known to those skilled in the art by the term "solver." A solver makes it possible to solve mathematical problems numerically. Furthermore, the use of the computer-implemented mathematical problem solver enables reliable findings regarding a preferentially selected value for the at least one variable control parameter. Furthermore, a particularly rapid and reliable solution to a mathematical model can be achieved using the computer-implemented mathematical problem solver.The objective function is preferably part of the mathematical model mentioned. Particularly preferably, additional constraints are taken into account in addition to the objective function. The additional constraints expediently relate to the operation of the traction power system. Values ​​for a plurality of control parameters and a multitude of operating times can thus be reliably determined under real-time conditions. The determination of an exact value for the at least one variable control parameter with regard to an extremum of the objective function is carried out iteratively. In this case, it is possible to estimate how large a distance between an iteratively determined result and a desired result is. The dual bound method, known to those skilled in the art, is preferably used for this purpose. This opens up the possibility of aborting the calculation of an absolute extremum of the objective function in order to save time and computing capacity.This approach also offers the possibility of accelerating the determination of the values ​​for at least one control parameter. Results for controlling the operation of the traction power system under real-time conditions can thus be realized while saving hardware resources, such as memory space and computing power. Furthermore, a reliable statement can be made about how closely a determined value for the control parameter deviates from an absolute extremum of the objective function. This can prevent only a local extremum from being used for the purpose of improving the operation of the traction power system. In a preferred embodiment, the aforementioned mathematical model is an integer quadratic model. The aforementioned objective function is provided as part of this integer quadratic model.In addition to the objective function, auxiliary conditions are expediently provided as part of the integer mathematical model. Preferably, predetermined requirements for operation of the traction power system are mapped using the auxiliary conditions. The method according to the invention can be carried out using the traction power system according to the invention. The traction power system according to the invention has a control device which is configured to carry out the method according to the invention. The control device can be, for example, a computer, a microcontroller, a processor or another programmable hardware component. Alternatively or additionally, it is conceivable that the control device has an electrical component with variable physical properties. This can be, for example, a transformer with a variable number of turns of a primary coil and / or a secondary coil.Furthermore, it is conceivable that the control device is a virtualized hardware resource of a computer cloud or a runtime environment with variable computing and / or storage capacities. The aforementioned runtime environment should be understood in the sense of computer science. For example, the runtime environment is configured to read, write, transmit, and / or manage data. Efficient operation of the traction power system can be realized in this way with low cost and reliability. In addition, the invention provides a computer program which, when executed, causes the control device of the traction power system according to the invention to carry out the method according to the invention. In addition, the invention provides a computer-readable medium. This medium has instructions which cause the control device of the traction power system according to the invention to carry out the method according to the invention.The computer-readable medium can be, for example, a CD-ROM, a DVD, a USB or flash memory, or a non-physical medium such as a data stream and / or a data carrier signal. The properties, features, and advantages of the invention described above, as well as the manner in which they are achieved, are explained in more detail in conjunction with the figures in the following description of the embodiments of the invention. Where appropriate, the same reference numerals are used in the figures for the same or corresponding elements of the invention. The exemplary embodiment and described variations thereof serve to explain the invention and do not limit the invention to the combinations of features specified therein, including with regard to functional features.In addition, all features specified in the exemplary embodiment can be considered in isolation and combined in a suitable manner with the features of any claim. FIG. 1 shows a schematic illustration of an example of a method for operating a traction power system; FIG. 2 shows an embodiment of the traction power system, which has a control device by means of which the example of the method illustrated in FIG. 1 can be carried out. FIG. 1 illustrates, in a schematic representation, an example of a method 100 for operating a traction power system 10. For the purpose of operating the traction power system 10, operating parameters are first determined by means of a simulated operation of a virtual image of the real traction power system 10.The virtual image of the real traction power system 10 makes it possible to consider the structure of the infrastructure of the traction power system 10, railway operations, properties of the vehicles 18, as well as terrain and environmental conditions. Simulated operation can thus be used to determine operating parameters of the traction power system 10. Existing commercial and preferably validated simulation programs are typically used for this purpose. Simulated operation of the traction power system 10 can be used to inexpensively verify and demonstrate whether specifications regarding reliability, availability, and / or safety of the operation of the traction power system 10 are being met. Such requirements are regulated, among other things, in technical standards, such as EN 50163 or EN 50122.The aforementioned operating parameters include, for example, a power requirement of a load, an electrical power generated by a braking device 16 by converting kinetic energy into electrical energy, an admittance, a voltage, an amperage, or current-voltage characteristics. The load can be, for example, a vehicle 18 operated by the traction power system 10. The power requirement can depend on the vehicle 18 itself as well as on a weight to be transported, a type of load, and / or terrain topography. The aforementioned admittance can relate to an admittance of a substation 12 or an admittance along a predetermined section of a contact line system 17.Such a predetermined section can, for example, be a section between vehicles 18, between a substation 12 and a vehicle 18, or between different substations 12. Furthermore, current-voltage characteristics can relate to individual vehicles 18, the overhead line system 17 or sections thereof, or substations 12, as well as other conceivable subsystems 14 of the traction power system 10. 202219370 13 Furthermore, the example of the method 100 described here provides that, alternatively or in addition to the operating parameters determined by means of the simulation, at least some of the operating parameters are determined 102 by means of measurements on the real traction power system 10. In this way, operating parameters that are difficult to determine by simulation or that are subject to high inaccuracies can be determined easily and with high accuracy. Furthermore, errors and / or deviations caused by the simulation can be easily identified in this way.In this way, a deviation between a determined optimization of the operation of the traction power system 10 and an actual optimal operating state of the traction power system 10 can be reduced. In a further step of the present example of the method 100, a target function is created 104 for the purpose of minimizing an electrical power loss of the traction power system 10. Depending on the circumstances of a considered traction power system 10 or the considered part of the traction power system 10, the relevant operating parameters 102 determined in the aforementioned ways are used for this purpose. In addition, at least one variable control parameter is taken into account when creating 104 the target function.In the objective function 104 created in the presently described example of the method 100, resistance-related electrical transmission losses along predetermined sections of the overhead line system 17, electrical losses due to voltage transformation in the substations 12, and electrical losses due to unused electrical energy generated by a braking device 16 of a vehicle 18 are taken into account for the aforementioned purpose. Any control parameter relating to a respective subsystem 12, 14, 16 of the traction power system 10 can be selected 110 as the variable control parameter. For example, when considering a voltage-controlled traction power system 10, the selection of an operating voltage to be controlled of a subsystem 12, 14, 16 of the traction power system 10 is appropriate.202219370 14 Such an operating voltage can be, among other things, a feed-in voltage of a substation 12, a current-voltage characteristic curve of a vehicle 18 and / or a possible feed-in voltage of a substation 12, by means of which a feed-in of excess electronic energy from the traction power system 10 into a traction power network 22 or into another external electrical power network is controlled. For the sake of clarity in the following description of the example of the method 100, a feed-in voltage of a substation 12 of the traction power system 10 is selected as a variable control parameter 110. In an advantageous embodiment, the aforementioned objective function is provided as part of a mathematical model. In addition to the objective function, this mathematical model also has constraints. These constraints expediently serve to map requirements for operation of the traction power system 10.For the feed-in voltage selected as an example, a value is determined 106, taking the aforementioned conditions into account, to which a target function value is assigned using the created target function 104, which deviates by a maximum of 10% from an absolute minimum of the target function values, i.e., an absolute minimum of electrical power loss. For the purpose of determining 106 the value of the feed-in voltage, an integer quadratic model is created as a mathematical model in the present example of the method 100. As part of this mathematical model, the target function is created 104, and constraints of the aforementioned type are taken into account. Furthermore, within the framework of the presently described example of the method 100, the aforementioned mathematical model, comprising the target function, is solved using a computer-implemented mathematical problem solver.Such a mathematical problem solver is also known to those skilled in the art under the term "solver." This solver enables a numerical solution to mathematical problems. The determination of an exact value for the at least one variable control parameter with regard to an extremum of the objective function is carried out iteratively. In this case, it is possible to estimate how large a distance is between an iteratively determined result and an exact result. For this purpose, the dual bound method known to those skilled in the art is used. This opens up the possibility of aborting the calculation of an absolute extremum in order to save time and computing capacity. In the present case, such an abort occurs, for example, as soon as a value of the feed-in voltage is determined to which an objective function value is assigned using the objective function, which deviates by a maximum of 10% from the absolute minimum of the objective function values.Taking into account the required time and computational effort, the relative deviation from the absolute extreme can be adapted to specified requirements. This makes it possible to determine the value of the control parameter under real-time conditions and to implement energy-efficient control 108 of the traction power system 10. For the purpose of control 108 of the traction power system 10, the determined value 106 is specified, for example, as the voltage setpoint for the affected substation 12 of the traction power system 10. Furthermore, the method 100 described here by way of example in connection with FIG. 1 provides that values ​​of the feed-in voltage are determined 106 based on predetermined operating times or predetermined operating periods of the traction power system 10. This is achieved by determining operating parameters for individual or different operating times using the simulation 102.At least some of these operating parameters relating to a predetermined operating time are then taken into account in the objective function. Thus, the mathematical model can be solved either with regard to individual time steps or a period of time. In this way, values ​​for correspondingly selected 110 control parameters can be determined 106 for different operating times. For example, values ​​of the feed-in voltage are determined 106 based on different operating times, or a single value of a feed-in voltage is determined 106 based on a predetermined operating period. Furthermore, when determining 106 the value of the feed-in voltage, location information of the vehicles 18 operated by the traction power system 10 is taken into account. This location information is initially used to determine the operating parameters 102.In this way, actual locations of vehicles 18 that may deviate from timetable data or duty roster data can be detected. Furthermore, vehicles 18 that move within the traction power system 10 neither according to a timetable nor a duty roster can be taken into account. Determining 106 a value of the feed-in voltage based on a predefined operating period of the traction power system 10 is expediently carried out when an adjustment of the value during operation of the traction power system 10 is only possible at predefined times or after a predefined period of time has elapsed. By taking such temporal influencing factors into account, a value for a correspondingly limited, adjustable control parameter can nevertheless be determined 106. Thus, based on the specified value, the most efficient possible operation of the traction power system during the predefined operating period can be realized.Furthermore, the determination 106 of the value of the control parameter based on an operating period enables characteristic properties to be taken into account during the simulation for a given operating period. Such an operating period can, for example, relate to different times of day and the associated differences in the type of goods or people transported, as well as the associated differences in the demand for electrical energy due to lighting or air conditioning. Furthermore, seasonal differences can be taken into account in this way. For example, changing electrical loads due to high temperatures in summer or very low temperatures in winter are taken into account. FIG. 2 shows an embodiment of the traction power system 10, which is configured to carry out the example of the method 100 described above in connection with FIG. 1.202219370 17 The exemplary embodiment of the traction power system 10 shown in FIG 2 is illustrated schematically. By way of example, two substations 12 are provided, each of which is configured to draw electrical energy from an external power grid 22 and to transform it according to the needs of the traction power system 10. In the present case, the substations 12 are each active, controllable substations 12, for which a setpoint for a feed-in voltage can be specified. A voltage provided by the external power grid 22 is transformed, in accordance with this setpoint, by means of the respective substation 12 to the respectively desired feed-in voltage for the purpose of driving operation via the overhead line system 17. In addition, the substations 12 are configured, by way of example, to feed excess electrical energy from the traction power system 10 back into the external power grid 22.By means of the exemplary embodiment of the traction power system 10 shown in FIG. 2, three vehicles 18 are operated. By way of example, the vehicles 18 are rail-bound vehicles. It is conceivable that the vehicles 18 could be road vehicles operated with a catenary system 17. In the present case, each of the three vehicles 18 mentioned has a drive 14 as an exemplary electrical consumer and a braking device 16 as an electrical generator. By means of the braking device 16, a kinetic energy of the vehicle 18 can be converted into electrical energy within the scope of the exemplary embodiment described here. Furthermore, the exemplary embodiment of the traction power system 10 shown in FIG. 2 provides a control device 20. This control device 20 is configured to carry out the method 100 described in connection with FIG. 1.By means of the method 100, a separate value for the feed-in voltage selected as a control parameter is determined 106 for each of the two substations 12 shown. Furthermore, it is alternatively or additionally conceivable that a separate operating voltage value is determined 106 as a control parameter both for the drives 14 of the vehicles 18 and for the braking devices 16 of the vehicles 18. In the present case, the control device 20 is further configured to determine 102 operating parameters by means of a measurement during ongoing operation of the traction power system 10. Furthermore, the operation of the traction power system 10 is controlled 108 by means of the control device 20 on the basis of the exemplary determined values ​​for the feed-in voltage.In this case, the determined values ​​106 for the respective feed-in voltages of a corresponding substation 12 are specified 108 to the substation as a target value by means of the control device 20 for the purpose of controlling the operation. If, against this background, a movement of the vehicles 18 which are operated by means of the traction power system 10 is considered, the method 100 enables the rapid determination of the most energy-efficient operation of the traction power system 10 while taking into account a predetermined operating period. In the present case, the operation of the traction power system 10 can be carried out with a deviation of at most 10% from an absolute minimum of an electrical power loss mapped by means of the target function.By quickly and reliably determining 106 values ​​for the feed-in voltage, exemplified as a control parameter, using the described example of method 100, optimized control 108 of the operation of traction power system 10 under real-time conditions can be realized. Although the invention has been illustrated and described in more detail by the preferred embodiments, the invention is not limited by the disclosed examples, and other variations can be derived therefrom by a person skilled in the art without departing from the scope of the invention. 202219370 19 Regardless of the grammatical gender of a particular term, persons with male, female, or other gender identities are also included.

Claims

202219370 20 claims 1. A method (100) for operating a traction power system (10), in which - operating parameters for the purpose of operating the traction power system (10) are determined (102) by means of a simulated operation of a virtual image of the real traction power system (10); - a target function is created (104) based on at least some of the operating parameters determined (102) in the aforementioned manner and at least one variable control parameter; - a value of the at least one control parameter is determined (106), to which a target function value is assigned by means of the target function, which deviates by at most 10%, preferably by at most 5%, and particularly preferably by at most 2% from an absolute extreme of the target function values; - the operation of the traction power system (10) is controlled (108) based on the value of the at least one control parameter determined in this way (106).Method (100) according to claim 1, in which the value of the at least one variable control parameter is determined (106) based on a predetermined operating time of the traction power system (10).

3. Method (100) according to claim 1 or 2, in which the value of the at least one variable control parameter is determined (106) based on location information of a vehicle (18) operated by means of the traction power system (10).

4. Method (100) according to one of the preceding claims, in which the value of the at least one variable control parameter is determined (106) based on a predetermined operating period of the traction power system (10). 202219370 21 5. The method (100) according to one of the preceding claims, in which an electrical operating voltage of a subsystem (12, 14, 16) of the traction power system (10) is selected (110) as the at least one variable control parameter.

6. The method (100) according to claim 5, in which a feed-in voltage of a substation (12) of the traction power system (10) is selected (110) as the at least one variable control parameter.

7. The method (100) according to one of the preceding claims, in which a separate value for the at least one variable control parameter is determined (106) for a plurality of subsystems (12, 14, 16, 17) of the traction power system (10).

8. The method (100) according to claim 7, in which a separate value for the feed-in voltage is determined (106) for different substations (12).Method (100) according to one of the preceding claims, in which at least some of the operating parameters for the purpose of operating the traction power system (10) are determined (102) by means of measurements on the actual traction power system (10).

10. Method (100) according to one of the preceding claims, in which a target function is created (104) by means of which an electrical power loss is mapped as a function of the at least one variable control parameter.

11. Method (100) according to claim 10, in which a target function is created (104) by means of which electrical transmission losses, electrical losses due to voltage transformation and / or electrical losses due to unused electrical energy generated by a braking device (16) of a vehicle (18) are mapped. 202219370 22 12. Method (100) according to one of the preceding claims, in which the value of the at least one variable control parameter is determined by means of a computer-implemented mathematical problem solver (106).

13. Traction power system (10) comprising a control device (20) which is configured to carry out the method (100) according to one of claims 1 to 12.

14. Computer program which, when executed, causes the control device (20) of the traction power system (10) according to claim 13 to carry out the method (100) according to one of claims 1 to 12.

15. Computer-readable medium comprising instructions which cause the control device (20) of the traction power system (10) according to claim 13 to carry out the method (100) according to one of claims 1 to 12.

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