METHOD FOR OPERATING A VEHICLE

Abstract

A method is provided for operating a vehicle having a drive unit, a driving-data determination unit, a consumer set, and a power management unit for managing the consumer set. The driving-data determination unit identifies or determines driving curve data and the drive unit is controlled on the basis of the driving curve data. The method achieves an optimization with regard to a defined quality criterion while also taking the consumer set into account, in that the power management unit receives consumer data from the consumer set, the power management unit determines anticipatory load profile data at least on the basis of the consumer data, determination or identification data are transmitted to the driving-data determination unit in accordance with the load profile data, and the driving-data determination unit determines or identifies the driving curve data in accordance with the determination data.

Claims

1-12. (canceled)

13. A method for operating a vehicle, the method comprising the following steps: providing a vehicle having a drive unit, a driving-data determination unit, a consumer set and a power management unit for managing the consumer set; using the driving-data determination unit to identify driving curve data; controlling the drive unit based on the driving curve data; using the power management unit to receive consumer data from the consumer set; using the power management unit to determine anticipatory load profile data at least based on the consumer data; transmitting identification data to the driving-data determination unit in accordance with the load profile data; and using the driving-data determination unit to identify the driving curve data in accordance with the identification data.

14. The method according to claim 13, wherein the identification data transmitted to the driving-data determination unit corresponds to the load profile data, and the driving-data determination unit determines the driving curve data in accordance with the load profile data.

15. The method according to claim 13, which further comprises: using the driving-data determination unit to determine data sets including alternative driving curve data; transmitting the data sets to the power management unit; selecting one of the data sets in accordance with the load profile data; and the identification data being characteristic of the selected data set.

16. The method according to claim 15, which further comprises determining the data sets, including the alternative driving curve data, for a specific route section to be traveled under a condition of a predetermined travel time.

17. The method according to claim 13, which further comprises identifying slowing curve data in accordance with the identification data during the identification of the driving curve data by the driving-data determination unit.

18. The method according to claim 15, wherein respective driving curve data of the data sets differ at least with respect to slowing curve data.

19. The method according to claim 18, which further comprises controlling at least one operating phase as follows based on the slowing curve data: coasting phase, braking phase according to a first braking effect stage, or braking phase according to an at least second braking effect stage.

20. The method according to claim 13, which further comprises: providing the consumer set with at least one charging unit for charging an energy storage device of the vehicle; and using the power management unit to receive energy status data from the energy storage device and to determine the anticipatory load profile data at least on a basis of the consumer data and the energy status data.

21. The method according to claim 13, which further comprises controlling the consumer set in accordance with the load profile data.

22. The method according to claim 13, wherein the vehicle is a rail-borne vehicle.

23. A vehicle, comprising: a driving-data determination unit for identifying driving curve data; a drive unit configured to be controlled on a basis of the driving curve data; a consumer set containing consumer data; a power management unit for managing said consumer set; a data connection between said power management unit and said consumer set enabling said power management unit to determine anticipatory load profile data at least based on the consumer data of said consumer set; a connection between said power management unit and said driving-data determination unit for transmitting identification data to said driving-data determination unit in accordance with the load profile data; and said driving-data determination unit identifying the driving curve data in accordance with the identification data.

24. The vehicle according to claim 23, wherein the vehicle is a rail-borne vehicle.

Description

[0026] Exemplary embodiments of the invention are explained below with reference to the drawings, in which:

[0027] FIG. 1: shows a rail-borne vehicle comprising a driving-data determination unit for identifying driving curve data, a consumer set and a power management unit,

[0028] FIG. 2: shows an exemplary driving curve,

[0029] FIG. 3: shows the determination of driving curve data on the basis of load profile data of the power management unit,

[0030] FIG. 4: shows the determination of alternative driving curve data and the selection of an alternative on the basis of the load profile data,

[0031] FIG. 5: shows driving curves corresponding to the alternative driving curve data, relative to a load profile of the consumer set, and

[0032] FIG. 6: shows the determination of driving curve data on the basis of load profile data of the power management unit, taking energy status data of an energy store into account.

[0033] FIG. 1 shows a vehicle which is configured as a rail-borne vehicle 10 in a schematic side view. Said vehicle is configured as a formation of cars 12, the technical term for this being a “multiple unit”. The formation is equipped with a drive unit 14 comprising electric traction motors (not illustrated in detail) which are each used to drive at least one drive axle 16. The number of cars and the sequence of the drive axles and carrying axles are exemplary. In the present embodiment, the rail-borne vehicle 10 forms an operationally indivisible train unit, which can be operated in coupled mode with at least one rail-borne vehicle of the type in question, wherein the components of the drive unit 14 are distributed over the formation. It is also conceivable for the composition to comprise traction cars which can be separated from each other and contain an autonomous drive unit 14 in each case, and cars without drive, and be assembled as required. It is also conceivable for the rail-borne vehicle 10 to be configured as a locomotive.

[0034] The drive unit 14 can be operated in a traction mode and an electrical braking mode. In order to achieve this, provision is made for a control unit 18 which comprises a drive control device 20 and a brake control device 22. The control unit 18 has an interface 24 to an input device 28 which is arranged in a cab 26. Said input device 28 has operating elements 50 as usual, these being attached to a so-called operating console 32. These operating elements 50 allow commands to be input for the drive unit 14, e.g. a desired traction stage or a desired braking effect stage, said commands being implemented by the corresponding control devices 20, 22 of the control unit 18.

[0035] The rail-borne vehicle 10 also has a driving-data determination unit 30, which is provided for the purpose of identifying driving curve data FK. In technical language, the driving-data determination unit 30 is also referred to as a “driver assistance system”. The function of the driving-data determination unit 30 is based on at least one optimization method which serves to minimize the energy that is drawn from an external power supply 31 during a journey. This optimization takes place under predetermined framework conditions relating to at least one route section topology which is known in advance and a timetable. Corresponding data which can be used by the driving-data determination unit 30 to perform the optimization method is stored in a database 32. In the present embodiment, the database 32 is arranged on board the rail-bound vehicle 10, wherein at least part of the database can conceivably be arranged on the land side likewise. The driving-data determination unit 30 determines driving curve data FK at least on the basis of this data. This driving curve data FK corresponds to data of a profile of the vehicle speed V plotted relative to the time T, said profile being divided into different operating phases. Possible operating phases in this context are: acceleration phase A, maintaining speed phase B, coasting phase C, braking phase D and standstill phase E. The operating phases “coasting phase” C and “braking phase” D belong to a superordinate “slowing phase” VP. The operating phases “acceleration phase” and “braking phase” can also be divided into further operating phases which relate to the traction effect or braking effect respectively. This is explained in further detail below.

[0036] An example of such a profile is shown in FIG. 2. Alternatively or additionally, a profile of the vehicle speed V relative to the location or the vehicle position can be formed on the basis of the driving curve data FK.

[0037] Driving curve data FK which is determined by the driving-data determination unit 30 serves to control the drive unit 14. According to a first control mode, driving recommendations FE are generated on the basis of the driving curve data FK and are output to the vehicle driver by means of an output unit 34. In a typical embodiment, the output unit 34 is configured as a display unit, an alternative or additional acoustic output being conceivable. The vehicle driver can input commands via the operating elements 50 manually on the basis of the driving recommendations, said commands being implemented by the control unit 18. In a second control mode, commands for the drive unit 14 are generated on the basis of the driving curve data FK and are implemented automatically by the control unit 18. The driving-data determination unit 30 and the control unit 18 are linked by a data connection for this purpose.

[0038] The rail-borne vehicle 10 also has a set 36 of electrical consumers 38. These differ from the components of the drive unit 14 and are also referred to as “subsidiary consumer units” or “auxiliary operational units”, which are connected to the so-called on-board network 40 as illustrated highly schematically in FIG. 1. This on-board network 40 is typically fed by means of a power supply unit 42 with power from an intermediate circuit 44 to which the drive unit 14 is connected. The power supply unit 42 is typically equipped with at least one power converter, also referred to as an “on-board network converter” or “auxiliary supply converter”.

[0039] By way of example, FIG. 1 shows electrical consumers 38.1, 38.2 and 38.3 of the set 36, these being respectively configured as air-conditioning system, ventilation unit and charging unit of an energy store 45. A power management unit 46 is provided in order to manage the power for the consumer set 36. This power management unit 46 is used to calculate the total power (or “on-board network power”) that is available for the operation of the consumer set 36 and to distribute a power (at most this total power) over the electrical consumers 38. The power management unit 46 has a data connection to the electrical consumers 38 for this purpose, and receives consumer data VD of the electrical consumers 38 via this connection. This consumer data VD serves to characterize the power requirement of a corresponding electrical consumer 38. In addition to this data capture, the power management can comprise the generation of commands for controlling the electrical consumers 38, said commands being implemented by a corresponding consumer controller. In the present embodiment, the power management unit 46 is configured as a central unit in the rail-borne vehicle 10, and is connected to local consumer controllers (not shown). These local consumer controllers can each be responsible for a different consumer 38 or for a superordinate group of consumers 38, e.g. for the electrical consumers 38 of a car 12 in each case. According to a further embodiment, the consumer controllers can also be operated in a master-slave relationship, wherein the previously described function of the power management unit 46 is performed by one of the consumer controllers.

[0040] The power management unit 46 is also provided for the purpose of calculating an anticipatory load profile on the basis of the consumer data VD. In order to achieve this, the power management unit 46 calculates in advance the power requirement of the consumers 38 for at least one time period. In this case, use is made of the knowledge obtained from the consumer data VD in respect of which consumers 38 are permanently connected or disconnected during the time period, which are switched at random, and which can be switched on or off under control, and what power is expected in each case. On the basis of the consumer data VD, the power management unit 46 can therefore determine load profile data LD, by means of which it is possible to create a load profile as a power curve plotted relative to the time for the future time period.

[0041] In the electrical braking mode, the traction motors of the drive unit 14 are used in a known manner as generators, which feed an electrical energy into the intermediate circuit 44. The driving technique, in particular the various operating phases of the rail-bound vehicle 10, therefore influence the energy that is available for the operation of the consumer set 36. A connection 48 is advantageously provided between the power management unit 46 and the driving-data determination unit 30, and a data flow from the power management unit 46 to the driving-data determination unit 30 is established on said connection during operation. The connection 48 is illustrated schematically in FIG. 1. This can be a direct physical connection or a logical connection which is established over a data bus (not shown). The data flow can take place directly between the power management unit 46 and the driving-data determination unit 30 or via further intermediate units.

[0042] This connection 48 is used to transmit identification data BD, generated on the basis of the load profile data LD, to the driving-data determination unit 30. This identification data BD is used by the driving-data determination unit 30 to identify the driving curve data FK. Two examples are described with reference to the FIGS. 3 to 5, wherein the type of the identification data BD and the identification of the driving curve data FK by the driving-data determination unit 30 are explained for each example.

[0043] A first example is shown in FIG. 3. As described above, consumer data VD of the consumer set 36 is received by the power management unit 46, which uses said data as a basis for determining anticipatory load profile data LD. In the present embodiment, this load profile data LD represents the identification data BD, which is transmitted to the driving-data determination unit 30 via the connection 48. By this means, information relating to the future load profile of the consumer set 36 is transferred to the driving-data determination unit 30. The optimization method of the driving-data determination unit 30 then determines the driving curve data FK on the basis of the load profile data LD. As a result, the course of the power requirement of the consumer set 36 is taken into account when determining the optimal driving curve. In particular, one or more braking phases D are identified in such a way that a maximum power requirement of the consumer set 36 is satisfied by the energy that is generated in the electrical braking mode of the drive unit 14. For example, if an increased power requirement is anticipated for a specific time period, an electrical braking phase D should preferably take place in this time period and with a compatible braking effect. During its identification phase, the driving-data determination unit 30 determines driving curve data FK which takes this into account. The driving curve data FK is passed to the control unit 18 for the automatic control of the drive unit 14, or processed for the output unit 34 for the purpose of outputting driving recommendations.

[0044] A second example is explained with reference to the FIGS. 4 and 5. This differs from the previous example in that the driving-data determination unit 30 determines data sets comprising alternative driving curve data FK1, FK2 and FK3. The corresponding driving curves are illustrated in the upper diagram of FIG. 5. The driving curve data FK1, FK2, FK3 differs in each case by virtue of its respective slowing phase VP, in which the vehicle speed V decreases. In the case of the first driving curve, based on the driving curve data FK1, a coasting phase C is initiated at a time point t.sub.1. In the case of the second driving curve, based on the driving curve data FK2, the maintaining speed phase B is continued at a constant speed V.sub.max until a later time point t.sub.2, at which a braking phase Da having a first braking effect is initiated. In the case of the third driving curve, based on the driving curve data FK3, the maintaining speed phase B is continued at constant speed V.sub.max until an even later time point t.sub.3, at which a braking phase Db having a second braking effect is initiated. The second braking effect is greater than the first braking effect.

[0045] The coasting phase C according to the driving curve data FK1 takes place until a time point t.sub.4 after the time point t.sub.3 and is followed by a braking phase Dc having a third braking effect, which is greater than the second braking effect.

[0046] It is also evident from the upper diagram in FIG. 5 that the data sets comprising alternative driving curve data FK1, FK2, FK3, in particular alternative slowing phases VP, are determined for a specific route section to be traveled under the condition of a predetermined travel time T.sub.E.

[0047] As illustrated in FIG. 4, the data sets comprising the alternative driving curves FK1, FK2, FK3 are transferred via the data connection 48 to the power management unit 46. As described above, this determines the anticipatory load profile data LD on the basis of the consumer data VD. The load profile of the consumer set 36 resulting from the load profile data LD is illustrated in the lower diagram of FIG. 5. In this diagram, the power L that is drawn by the consumer set 36 in each case is plotted relative to the time T. The load profile is characterized by a rise in the power L, said rise being calculated in advance, at the time point t.sub.3 until the time point T.sub.E of the standstill. The power management unit 46 determines which driving curve data FK1, FK2, FK3 has the greatest compatibility with the load profile.

[0048] In the case of the first driving curve data FK1, a coasting phase C takes place from the time point t.sub.1 until the time point t.sub.4, at which it is followed by the braking phase Dc. Therefore the electrical energy generated from the depletion of the kinetic energy can only be used for the operation of the consumer set 36 after the time point t.sub.4. In the time period between t.sub.3 and t.sub.4, the electrical power must be drawn from a further source, e.g. from an energy store and/or from the power supply 31. This power is shown by means of hatching in the first of the central diagrams.

[0049] In the case of the second driving curve data FK2, a braking phase Da is initiated at the time point t.sub.2 before the time point t.sub.3. Since the energy requirement of the consumer set 36 is low at the time point t.sub.2, some of the regeneratively generated braking energy must be depleted in a braking resistance in case a return feed into the network is not possible. This is shown by the crosshatched region in the bottom diagram of FIG. 5.

[0050] In the case of the third driving curve data FK3, initiation of the braking phase Db takes place at the time point t.sub.3, at which the power requirement of the consumer set 36 rises. The driving curve data FK3 is therefore selected by the power management unit 46 as optimal driving curve data. This selection is communicated to the driving-data determination unit 30, specifically by the transmission of identification data BD. Said identification data is sufficient to allow the driving-data determination unit 30 to identify the selected data set on the basis of the identification data BD. In a simple embodiment, the selected data set is indicated by a code, which is transmitted to the driving-data determination unit 30 as identification data BD for the purpose of identification by the driving-data determination unit 30. In an embodiment variant, the selected data set can be transmitted at least partially as identification data BD of the driving-data determination unit 30.

[0051] As described above, the driving curve data FK is passed to the control unit 18 for the automatic control of the drive unit 14 and/or processed for the output unit 34 for the purpose of outputting driving recommendations.

[0052] As illustrated in FIG. 4, control of the consumer set 36 is also performed by the power management unit 46. The power management unit 46 generates control data SD, which is transmitted to corresponding consumer controllers. The corresponding control commands are identified in such a way that the consumer set 36 is controlled as far as possible in accordance with the anticipatory load profile that has been determined.

[0053] A further embodiment variant is illustrated in FIG. 6. It differs from the embodiments described above in that the power management unit 46 receives energy status data ED of the energy store 45 and takes it into account when determining the load profile data LD.