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

Abstract

A method determines the energy consumption of a rail vehicle during a test drive. The method includes: a) providing a locomotive system having a brake locomotive component and a test locomotive component, b) providing a test route, c) providing basic data for the test drive having information about the train composition, load, route profile and timetable, d) determining driving data from the basic data, and transmitting the driving data to the control system, e) determining braking data from the basic data, and transmitting the braking data to the control system, f) carrying out the test drive with the locomotive system on the test route and measuring the energy consumption of the test locomotive component while this is controlled in accordance with the driving data and is simultaneously braked by the brake locomotive component in accordance with the braking data. A corresponding system is provided for implementing the method.

Claims

1-15. (canceled)

16. A method for determining energy consumption of a rail vehicle during a test run, which comprises the steps of: a) providing a locomotive system having a brake locomotive component and a test locomotive component being coupled together, wherein the brake locomotive component is moved by the test locomotive component during the test run, and wherein a control system controls the test locomotive component and the brake locomotive component during the test run; b) providing a test track on which the locomotive system runs during the test run; c) providing basic data about the test run, including at least information on a train composition, loading, track profile and timetable; d) determining running data from the basic data, the running data including at least information on a tractive force and speed profiles of the test run and are configured to control the test locomotive component during the test run on the test track, and transmitting the running data to the control system; e) determining braking data from the basic data, which contains at least information on an inhibition during the test run due to the train composition, the loading and/or the track profile and are configured to brake the brake locomotive component during the test run on the test track in accordance with the inhibition, and transmitting the braking data to the control system; and f) carrying out the test run with the locomotive system on the test track and measuring the energy consumption of the test locomotive component while it is running according to the running data and at a same time is braked by the brake locomotive component in accordance with the braking data.

17. The method according to claim 16, wherein: running resistances of the vehicles used in the train composition are used as the basic data; and/or the basic data specify a scenario which has impaired running characteristics compared with normal operation.

18. The method according to claim 16, wherein: the test locomotive component is a test locomotive; the brake locomotive component is a brake locomotive; the control system contains two controllers; the test locomotive component contains a first of the two controllers, to which the running data are transmitted and which is configured to control the test run of the test locomotive component in accordance with the running data; and the brake locomotive component has a second of the two controllers, to which the braking data are transmitted and which is configured to brake the brake locomotive component during the test run in accordance with the braking data.

19. The method according to claim 16, which further comprises using a real track as the test track or the test track has a closed track guide.

20. The method according to claim 16, wherein the braking data are such that the driving profile of the brake locomotive component is controlled during the test run such that running resistances of a predetermined track and of a predetermined train composition are mapped, and the running data are such that the driving profile of the test locomotive component is controlled during the test run in such a way that a predetermined driving profile is mapped.

21. The method according to claim 16, wherein: the braking data are such that they simulate non-powered vehicles attached to the test locomotive component; and wherein running resistances of the vehicles are determined.

22. The method according to claim 16, wherein the test track has a controllable voltage supply and the test run is carried out with a predetermined grid voltage, wherein the predetermine grid voltage is varied according to a predetermined profile during the test run.

23. The method according to claim 16, which further comprises measuring environmental conditions during the test run and a measured energy consumption is adjusted in dependence on the environmental conditions measured.

24. The method according to claim 16, which further comprises carrying out the test run several times and during different test runs the running data and/or the braking data are varied according to a predetermined scheme.

25. The method according to claim 24, wherein: the running data are varied; and the energy consumption is measured for several test runs, the test run with a most favorable energy consumption is determined and corresponding said running data are output for the test run.

26. The method according to claim 16, wherein the track profile of the test track is included at least in the braking data such that curve radii of the test track are compensated for.

27. The method according to claim 16, which further comprises measuring a temperature of a number of components of the test locomotive component while said components are controlled according to the running data and are simultaneously braked by the brake locomotive component in accordance with the braking data.

28. The method according to claim 17, wherein: at least one variable from the group consisting of traction, weight and air resistance is used as a running resistance; and the impaired running characteristics include a maximum loading, a low grid voltage, and/or headwind.

29. The method according to claim 19, wherein the real track or the test track is ring-shaped and has curves and straight track sections.

30. The method according to claim 20, wherein control of the test locomotive component and of the brake locomotive component proceed simultaneously in such a way that a predetermined driving profile is applied at predetermined track positions during a simulated run on a simulated track.

31. The method according to claim 21, wherein: the non-powered vehicles attached to the test locomotive component are freight wagons and/or passenger wagons; and the running resistances of the vehicles are determined by means of numerical fluid mechanics.

32. The method according to claim 23, which further comprises measuring wind and/or temperature as the environmental conditions.

33. A system for determining energy consumption of a rail vehicle during a test run, the system comprising: in a case in which a non-powered rail vehicle is to be measured as the rail vehicle, a locomotive system containing a test locomotive component and a brake locomotive component or in a case in which a powered rail vehicle is to be measured as the rail vehicle, a brake locomotive with a coupling as said brake locomotive component, and with said coupling said brake locomotive is coupled to said locomotive system for the test run with the powered rail vehicle functioning as said test locomotive component; a controller configured to control said brake locomotive component and said test locomotive component; an interface for data transmission to said test locomotive component; a test track on which said locomotive system runs during the test run; a data interface configured to receive basic data for the test run containing at least information on a train composition, loading, track profile and timetable; a determination unit configured to: i) determine running data from the basic data, the running data contains at least information on a tractive force and speed profiles of the test run and are configured to control said test locomotive component during the test run on said test track; ii) determine braking data from the basic data, the braking data contains at least information on an inhibition during the test run due to the train composition, loading and/or track profile, and are configured to brake said brake locomotive component during the test run on said test track in accordance with the inhibition; and iii) transmit the running data and the braking data to said controller, wherein the braking data are provided for braking said brake locomotive component and the running data are provided for controlling said brake locomotive component; and a measuring unit configured to measure the energy consumption of the test locomotive component while it is controlled on the test run with said locomotive system on said test track in accordance with the running data and is simultaneously braked by said brake locomotive component in accordance with the braking data.

34. A non-transitory computer-readable storage medium containing instructions which, when executed by a computer, prompt the computer to execute at least steps c) to f) of the method according to claim 16, wherein the execution of the test run corresponding to step f) corresponds to an output of control data for controlling the locomotive system.

Description

[0084] The invention is explained in greater detail below with reference the figures provided, using exemplary embodiments. In the various figures, identical components are provided with identical reference numerals. The figures are generally not illustrative and they show:

[0085] FIG. 1 a sketch of an example of a system according to the invention from above,

[0086] FIG. 2 a block diagram of an example of a method according to the invention,

[0087] FIG. 3 a sketch for the generation of running data and braking data.

[0088] FIG. 1 shows a sketch, from above, of an example of a system 1 according to the invention for determining the energy consumption of a test locomotive 3 during a test run. Here, the test locomotive 3 and its control unit 5 are also regarded as part of the system 1, although this is not absolutely necessary. The system can basically be used for many different test locomotives 3 but also for measuring wagons or railcars. In addition to the test locomotive 3 (as an example of a test locomotive component), the system comprises the following components:

[0089] A brake locomotive 4 (as an example of a brake locomotive component) with a coupling 10, with which it is coupled to a locomotive system 3, 4 for the test run with the test locomotive 3. Even though other wagons can also be coupled, the basic configuration shown is sufficient in principle, unless the influence of a real wagon on the test run is to be measured.

[0090] A control system 5, which is designed to control the brake locomotive 4 and test locomotive 3. Preferably, the control system 5 comprises at least one control unit 5 for the brake locomotive 4 and an interface for transmitting data to the test locomotive 3. If the test locomotive 3 is part of the system 1, the control system can be formed from the control units 5 of brake locomotive 4 and test locomotive 3.

[0091] A test track 2 on which the locomotive system 3, 4 runs during the test run.

[0092] A data interface 6 designed to receive basic data D for the test run comprising at least information on the train composition, loading, track profile and timetable.

[0093] A determination unit 7, which is designed for at least three functions, wherein these functions can be processed separately in different modules.

[0094] On the one hand, the determination unit 7 is used to determine running data F from the basic data D, which include at least information on the tractive force and speed profiles of the test run, and is designed to control the test locomotive 3 during the test run on the test track 2.

[0095] Furthermore, the determination unit 7 is used to determine braking data B, which comprise at least information on the inhibition during the test run due to the train composition, loading and track profile, and is designed to brake the brake locomotive 4 during the test run on the test track 2 in accordance with the inhibition.

[0096] Lastly, the determination unit 7 also serves to transmit the running data F and braking data B to the control system 5, wherein the braking data B are provided for braking the brake locomotive 4 and the running data F for controlling the test locomotive 3. If the control system 5 comprises the control units 5 of the two locomotives, the braking data B can be sent to the control unit 5 of the brake locomotive 4 and the running data F can be sent to the control unit 5 of the test locomotive 3.

[0097] A measuring unit 8 designed to measure the energy consumption of the test locomotive 3 while it is being controlled on a test run with the locomotive system 3, 4 on the test track 2 in accordance with the running data F and simultaneously braked by the brake locomotive 4 in accordance with the braking data B.

[0098] FIG. 2 shows a block diagram of an example of a method according to the invention for determining the energy consumption of a locomotive during a test run, e.g. with a system according to FIG. 1.

[0099] In step I, basic data D are provided for the test run, which include at least information on the train composition, loading, track profile and timetable.

[0100] In step II, running data F are determined from the basic data D, which comprise at least information on the tractive force and speed profiles of the test run and are designed to control the test locomotive 3 during the test run on the test track 2. This running data F are then transmitted to the control system 5, e.g., to the control unit 2 of the test locomotive 3.

[0101] In step III, braking data are determined from the basic data D, which comprise at least information on the inhibition during the test run due to the train composition, loading and track profile, and are designed to brake the brake locomotive 4 during the test run on the test track 2 in accordance with the inhibition. This braking data B are then transmitted to the control system 5, e.g., to the control unit 5 of the brake locomotive 4.

[0102] In step IV, a test run is carried out with the locomotive system 3, 4 on the test track 2 and the energy consumption and, if necessary, other parameters such as the temperature are measured. The energy consumption is symbolized here by the energy data E. During the measurement, the test locomotive 3 is controlled according to the running data F and simultaneously braked by the brake locomotive 4 according to the braking data B.

[0103] FIG. 3 shows a sketch of the generation of running data F (top) and braking data B (bottom). The running data F are generated from left to right from the timetable (in particular the stopping points), the travel speed of the train (in particular a speed profile), acceleration curves (how the train accelerates when starting off), deceleration curves (how the train decelerates before stopping).

[0104] The braking data B are formed from left to right from the train composition, the loading (symbolized here by a weight) and the profile of the track.

[0105] Lastly, it is pointed out once again that the methods described in detail above and the system shown are merely exemplary embodiments which can be modified by a person skilled in the art in various ways without departing from the scope of the invention. Furthermore, the use of the indefinite article a or one does not exclude the possibility that the features in question may be present more than once. Similarly, the terms unit and device do not exclude the possibility that the components in question consist of several interacting sub-components, which can also be spatially distributed. The term a number is to be understood as at least one.