EP4328111A1 - Véhicule électrique, système de transport comprenant des véhicules électriques et procédé de fonctionnement associé - Google Patents

Véhicule électrique, système de transport comprenant des véhicules électriques et procédé de fonctionnement associé Download PDF

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Publication number
EP4328111A1
EP4328111A1 EP22191956.6A EP22191956A EP4328111A1 EP 4328111 A1 EP4328111 A1 EP 4328111A1 EP 22191956 A EP22191956 A EP 22191956A EP 4328111 A1 EP4328111 A1 EP 4328111A1
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EP
European Patent Office
Prior art keywords
vehicles
energy
etd1
etd3
transfer data
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP22191956.6A
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German (de)
English (en)
Inventor
Arne Muxfeldt
Martin Puchinger
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Mobility GmbH
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Siemens Mobility GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Priority to EP22191956.6A priority Critical patent/EP4328111A1/fr
Publication of EP4328111A1 publication Critical patent/EP4328111A1/fr
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0058—On-board optimisation of vehicle or vehicle train operation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/10—Operations, e.g. scheduling or time tables
    • B61L27/16—Trackside optimisation of vehicle or train operation

Definitions

  • the invention relates to a vehicle that can be driven electrically via a trackside electrical energy supply network, transport systems with such vehicles and methods for their operation.
  • Vehicles that can be driven electrically via a trackside electrical energy supply network are used, for example, in the form of railway vehicles or trains in the area of local or long-distance transport.
  • the invention is based on the object of further developing a vehicle of the type described with regard to energy consumption.
  • the vehicle is equipped with a speed controller, which can determine a driving strategy for a section of route to be traveled, taking into account timetable and route data, and during During the journey on this section of the route, control signals are generated on the basis of the determined driving strategy, the speed controller being designed to determine a modification margin for the driving strategy, which describes deviations from the determined driving strategy that are consistent with the schedule, to determine energy transfer data based on the driving strategy and the modification margin specify at least for an upcoming time interval to what extent energy is to be taken from the energy supply network or energy is to be fed into the energy supply network, to transmit the energy transfer data to one or more other vehicles supplied by the same trackside energy supply network, energy transfer data of the type described from the other vehicles to receive and, based on one's own energy transfer data and the received energy transfer data, to check whether one's own driving strategy can be changed, taking into account one's own scope for modification, in order to use energy that is foreseeably available from other vehicles or to be able to provide energy required by
  • a significant advantage of the vehicle according to the invention is that, due to the design of the speed controller, it is able to save energy by interacting with other comparable vehicles.
  • energy can be saved in two ways: On the one hand, when planning the timetable of a transport system comprising a large number of vehicles, it is possible to design the timetables in such a way that braking and acceleration phases of stopping and departing vehicles overlap each other, thus saving energy exchange between vehicles;
  • the vehicles according to the invention are additionally designed to check their driving strategies while driving and to make energy-saving changes to the operating process autonomously while driving based on their own scope for modification and based on data from other vehicles (including possible standstills at stops) and then implement them.
  • the speed controller is designed to use its own energy transfer data and the received energy transfer data to generate offer data that indicates whether and to what extent available energy from other vehicles should be used or its own energy should be made available to other vehicles is intended to transmit the offer data to the other vehicles and, on the basis of its own offer data and the received offer data, to coordinate with the other vehicles whether and to what extent the driving strategies of one or more vehicles are modified with the common goal of energy transfer between the trackside energy supply network and an external energy supply network connected to it.
  • the speed controller is designed to continue to use the modified driving strategy as the current driving strategy for the further journey on the route section in the event of a modification of one's own driving strategy.
  • the energy transfer data preferably contains tolerance information regarding the planned energy transfer.
  • the tolerance information can directly describe the scope for modification of the respective driving strategy; At least the tolerance information is preferably at least also derived from the respective scope for modification of the respective driving strategy.
  • the tolerance information is preferably taken into account, for example by integrating it into the content.
  • the vehicle comprises a computing device and a memory in which a software program is stored.
  • the software program is preferably designed in such a way that when the software program is executed, the computing device forms the speed controller described above or carries out the procedural steps of the speed controller described above.
  • the vehicle includes a radio communication device that is connected to the speed controller, and the speed controller transmits the energy transfer data to the other vehicles by radio using the radio communication device and receives the energy transfer data of the other vehicles by radio via the radio communication device.
  • the invention also relates to a transport system, in particular a railway transport system, with two or more vehicles, in particular rail vehicles, which can be driven electrically via a trackside electrical energy supply network.
  • a transport system in particular a railway transport system
  • two or more vehicles in particular rail vehicles, which can be driven electrically via a trackside electrical energy supply network.
  • the vehicles are as described above.
  • the invention also relates to a method for operating a vehicle that can be driven electrically via a trackside electrical energy supply network.
  • a driving strategy is determined and during the journey on this section of the route control signals are generated on the basis of the determined driving strategy
  • a modification scope is determined on the vehicle side, which describes deviations from the determined driving strategy that conform to the schedule, based on the driving strategy and of the modification scope
  • energy transfer data are determined on the vehicle side, which indicate at least for an upcoming time interval to what extent energy is to be taken from the energy supply network or energy is to be fed into the energy supply network, the energy transfer data are transmitted on the vehicle side to one or more other vehicles supplied by the same trackside energy supply network , Energy transfer data of the type described are received from the other vehicles on the vehicle side and based on the vehicle's own energy transfer data and the received energy transfer data, it is checked on the vehicle side whether one
  • the invention also relates to a method for operating a transport system, in particular one as described above.
  • each of the vehicles independently determines its own driving strategy for a section of route to be traveled, taking into account timetable and route data, and generates control signals while driving on this section of route on the basis of the determined own driving strategy, each of the vehicles autonomously
  • the vehicle determines its own scope for modification for its own driving strategy, which conforms to the schedule Describes deviations from the own driving strategy determined
  • each of the vehicles independently determines energy transfer data based on its own driving strategy and its own scope for modification, which indicate at least for an upcoming time interval to what extent energy should be taken from the energy supply network or energy should be fed into the energy supply network
  • each of the vehicles independently transmits its own energy transfer data to one or more other vehicles supplied by the same trackside energy supply network
  • each of the vehicles independently receives energy transfer data of the type described from the other vehicles on the vehicle side
  • each of the vehicles independently checks on the vehicle side based on its
  • each of the vehicles independently generates offer data based on its own energy transfer data and the received energy transfer data, which indicates whether and to what extent available energy from the other vehicles should be used or its own energy should be made available to other vehicles of the vehicles independently transmits the offer data to the other vehicles, each of the vehicles coordinates with the other vehicles on the basis of its own offer data and the received offer data whether and to what extent the driving strategies of one or more vehicles are modified with the common goal , the energy transfer between the trackside energy supply network and a to minimize the external energy supply network connected to it.
  • the invention also relates to a speed controller, in particular for vehicles as described above, transport systems as described above or methods as described above.
  • the speed controller is designed to determine a modification margin for the driving strategy, which describes deviations from the determined driving strategy that are consistent with the schedule, and to use the driving strategy and the modification margin to determine energy transfer data that indicate, at least for an upcoming time interval, the extent to which energy from the energy supply network is to be removed or energy is to be fed into the energy supply network, to transmit the energy transfer data to one or more other vehicles supplied by the same trackside energy supply network, to receive energy transfer data of the type described from the other vehicles and to check it based on one's own energy transfer data and the received energy transfer data, whether one's own driving strategy can be changed, taking into account one's own scope for modification, in order to use energy that is foreseeably available from other vehicles or to be able to provide energy required by other vehicles.
  • the Figure 1 shows a schematic representation of a section of a railway transport system 10 according to the invention.
  • the section is traveled by a first rail vehicle 21, a second rail vehicle 22 and a third rail vehicle 23, which take electrical energy from one and the same railway operator's internal trackside electrical energy supply network 30 or energy into it can feed in.
  • the rail vehicles 21 to 23 can be local trains, for example.
  • An external energy supply network 40 is connected to the rail operator's internal energy supply network 30, which, from the rail operator's perspective, should be integrated into the energy flow as little as possible. It would be optimal to limit the energy transfer Etrans between the railway operator's internal energy supply network 30 and the external energy supply network 40 to a minimum, both in terms of amount and in terms of time, and in particular to avoid energy being fed back into the external energy supply network 40.
  • the first rail vehicle 21 is in a first station 51.
  • the second rail vehicle 22 travels along the direction of travel F towards a second station 52 and will soon begin braking and feed braking energy into the rail operator's internal energy supply network 30.
  • the third rail vehicle 23 is located, for example, in the Figure 1 shown operating state on the route between stations not shown and travels at a relatively constant speed, so that - apart from inclines or declines on the route - no relevant changes in the energy extraction from the railway operator's internal energy supply network 30 or the feed into the railway operator's internal energy supply network 30 are to be expected or . these in connection with the explanations Figure 1 should be ignored below.
  • the vehicles 21 to 23 are each equipped with a speed controller 100.
  • An example of an advantageous mode of operation of the speed controller 100 is shown in Figure 2 shown in the context of a flow chart, using the example of the speed controller 100 of the first rail vehicle 21; However, the following information can apply to the speed controllers 100 of the other two rail vehicles 22 and 23 apply accordingly.
  • the speed controller 100 determines a driving strategy FS for the route section ahead, taking into account timetable data FPD and route data SD, in a strategy step 110 and generates control signals SS for this route section on the basis of the determined driving strategy FS.
  • the control signals SS can be output directly as control data to a vehicle control unit, which automatically controls the travel of the rail vehicle 21 without involving a vehicle driver;
  • display signals (visual and/or acoustic) can be generated and output as control signals, which enable a vehicle driver to control the rail vehicle 21 in accordance with the determined driving strategy FS.
  • the cruise controller 100 also determines a modification margin MSR for the driving strategy FS, which describes deviations from the determined driving strategy FS that conform to the schedule.
  • the energy transfer data ETD1 determines energy transfer data ETD1, which indicate, at least for an upcoming time interval, to what extent energy will or should be taken from the energy supply network 30 or energy should be fed into the energy supply network 30 or will be.
  • the energy transfer data ETD1 preferably contains tolerance information TA, which, for example, directly describes the modification scope MSR or has been derived from the modification scope MSR.
  • the speed controller 100 transmits in one transmission step 130 transmits the energy transfer data ETD1 via radio to the other rail vehicles 22 and 23; He also receives the energy transfer data ETD2 and ETD3 of the other rail vehicles 22 and 23 by radio using the radio communication device 200.
  • the speed controller 100 of the first rail vehicle 21 will therefore receive the energy transfer data ETD2 from the speed controller 100 of the second rail vehicle 22, which indicates that the second rail vehicle 22 will shortly feed energy into the rail operator's internal energy supply network 30 due to the impending entry into the second station 52 becomes.
  • the speed controller 100 of the first rail vehicle 21 can thus check in a test step 140 whether there is a delay in the departure based on its modification scope MSR, which can be transmitted separately to the test step 140 or is recalculated in the test step 140 from the tolerance information TA contained in the energy transfer data ETD1 the first train station 51 is possible so that the braking energy of the second rail vehicle 22 can be used. If this is possible, the speed controller 100 of the first rail vehicle 21 will postpone the departure and, based on a new departure time, after returning to the strategy step 110, calculate a new driving strategy FS, which includes the use of the braking energy of the second rail vehicle 22. The departure can be postponed in strategy step 110, for example by processing timetable change data FPDnew, which are generated in test step 140.
  • the speed controller 100 of the first rail vehicle 21 signals the planned absorption of braking energy to the speed controller 100 of the second rail vehicle 22 via radio in order to block a parallel, inappropriate change in the driving strategy of the second rail vehicle 22.
  • the speed controller 100 of the first rail vehicle 21 determines in the test step 140 based on its modification scope MSR that a delay in departure from the first station 51 is not possible within the scope of the modification scope MSR, then in test step 140 it can radio the speed controller 100 of the second rail vehicle 22 ask whether it is possible to advance the braking process so that the first rail vehicle 21 can benefit from it. If the speed controller 100 of the second rail vehicle 22 determines as part of its test step 140 that this is possible within the scope of its modification scope MSR, it will adapt its driving strategy and preferably inform the speed controller 100 of the first rail vehicle 22 of this.
  • the Figure 3 shows, as part of a further flow chart, a further advantageous embodiment of the operation of the speed controller 100 of the three rail vehicles 21-23, again using the example of the speed controller 100 of the first rail vehicle 21.
  • the test step 140 is according to the exemplary embodiment Figure 3 an additional negotiation step 141 is integrated, which enables the speed controllers 100 to communicate with each other and to negotiate whether and to what extent the individual rail vehicles 21 to 23 should modify their driving strategies FS within the scope of their modification scope MSR in order to achieve overall that the energy transfer Etrans between the railway operator's internal energy supply network 30 and the external energy supply network 40 connected to it is minimal.
  • the speed controller 100 of the first rail vehicle 21 uses its own energy transfer data ETD1 and the received energy transfer data ETD2 and ETD3 to generate offer data AD1, which indicates whether and to what extent the first rail vehicle 21 uses the energy available from the other rail vehicles 22 and 23 wants to use or wants to make its own energy available to the other rail vehicles 22 and 23.
  • the offer data AD1 is transmitted to the other rail vehicles 22 and 23 in negotiation step 141.
  • the other rail vehicles 22 and 23 can evaluate the offer data AD1 and generate and transmit their own offer data AD2 and AD3.
  • the speed controllers 100 can coordinate with each other via radio whether and to what extent the driving strategies of one or more rail vehicles are modified, with the common goal of energy transfer Etrans between the railway operator's internal energy supply network 30 and an external energy supply network 40 connected to it.
  • the Figure 4 shows the section of the railway transport system 10 according to Figure 1 in the event of an additional exchange of the described offer data AD1 to AD3 in the context of negotiations between the speed controllers 100, as exemplified in connection with Figure 3 were described.
  • the Figure 5 shows an exemplary embodiment of a speed controller 100, which is used in the rail vehicles 21 to 23 of the transport system 10 according to the Figures 1 and 2 can be used and in connection with the Figure 2 can carry out the procedural steps described.
  • the speed controller 100 comprises a computing device 500 and a memory 510 in which a software program SW is stored.
  • the software program SW includes a Strategy module M110, which, when executed by the computing device 500, executes the strategy step 110 according to Figures 2 and 3 carries out, an energy calculation module M120, which, when executed by the computing device 500, carries out the energy calculation step 120 according to Figures 2 and 3 carries out, a transmission module M130, which, when executed by the computing device 500, carries out the transmission step 130 according to Figures 2 and 3 carries out, and a test module M140, which, when executed by the computing device 500, carries out the test step 140 according to Figure 2 carries out.
  • Strategy module M110 which, when executed by the computing device 500, executes the strategy step 110 according to Figures 2 and 3 carries out
  • an energy calculation module M120 which, when executed by the computing device 500, carries out the energy calculation step 120 according to Figures 2 and 3 carries out
  • a transmission module M130 which, when executed by the computing
  • the Figure 6 shows a further exemplary embodiment of a speed controller 100, which is used in the rail vehicles 21 to 23 of the transport system 10 according to Figure 4 can be used and in connection with the Figure 3 can carry out the procedural steps described.
  • the speed controller 100 according to Figure 6 corresponds to the exemplary embodiment Figure 5 with the difference that the test module M140 additionally carries out the negotiation step 141 when executed by the computing device 500 and for this purpose includes a negotiation module M141 integrated in the test module M140. Otherwise, the statements in connection with the Figure 5 and Figures 2 and 3 accordingly.
  • the Figure 7 shows an exemplary embodiment of a vehicle control unit 700, in which a speed controller 100, as exemplified above in connection with Figures 1 and 6 has been described is implemented.
  • the vehicle control unit 700 comprises a computing device 705 and a memory 710 in which a software program SW and a software program SW2 are stored.
  • the software program SW is designed to form the speed controller 100 and can be used with the software program SW according to Figure 5 or 6 be identical.
  • the software program SW2 is designed to form an automatic vehicle control and controls the rail vehicle 21 to 23 on the basis of the control signals SS that the speed controller 100 or its software program SW generates.
  • Automatic vehicle control can also be referred to as ATO (Automatic Train Operation) facility.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
EP22191956.6A 2022-08-24 2022-08-24 Véhicule électrique, système de transport comprenant des véhicules électriques et procédé de fonctionnement associé Pending EP4328111A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP22191956.6A EP4328111A1 (fr) 2022-08-24 2022-08-24 Véhicule électrique, système de transport comprenant des véhicules électriques et procédé de fonctionnement associé

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP22191956.6A EP4328111A1 (fr) 2022-08-24 2022-08-24 Véhicule électrique, système de transport comprenant des véhicules électriques et procédé de fonctionnement associé

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EP4328111A1 true EP4328111A1 (fr) 2024-02-28

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EP22191956.6A Pending EP4328111A1 (fr) 2022-08-24 2022-08-24 Véhicule électrique, système de transport comprenant des véhicules électriques et procédé de fonctionnement associé

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102024207941A1 (de) 2024-08-21 2026-02-26 Siemens Mobility GmbH Verfahren und ATO-Einrichtung zum Steuern eines elektrisch angetriebenen ersten Schienenfahrzeugs

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011110639A1 (de) * 2011-08-18 2013-02-21 Deutsches Zentrum für Luft- und Raumfahrt e.V. Energieversorgungssteuerungseinrichtung
EP2691255B1 (fr) * 2011-05-04 2020-03-11 Siemens Mobility GmbH Procédé de fonctionnement de véhicules sur rails
EP3785978A1 (fr) * 2019-09-02 2021-03-03 Siemens Mobility GmbH Véhicule et son procédé de fonctionnement

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2691255B1 (fr) * 2011-05-04 2020-03-11 Siemens Mobility GmbH Procédé de fonctionnement de véhicules sur rails
DE102011110639A1 (de) * 2011-08-18 2013-02-21 Deutsches Zentrum für Luft- und Raumfahrt e.V. Energieversorgungssteuerungseinrichtung
EP3785978A1 (fr) * 2019-09-02 2021-03-03 Siemens Mobility GmbH Véhicule et son procédé de fonctionnement

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102024207941A1 (de) 2024-08-21 2026-02-26 Siemens Mobility GmbH Verfahren und ATO-Einrichtung zum Steuern eines elektrisch angetriebenen ersten Schienenfahrzeugs

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Owner name: SIEMENS MOBILITY GMBH