Translation of "Traktionsenergie" in English

The traction drive can be supplied with traction energy from the contact line in both protection stages.

Also in this second operating state, the energy present in the energy store is available as traction energy.

Across this working range, the rocker slides along the contact wires in order to provide traction energy for the vehicle.

Traction energy from the energy store 11 or diesel generator set of the vehicle can also be used.

In this case, the mechanical tractive power which is needed to accelerate the vehicle is minimized.

Revenues decreased in the wake of lower sales volumes of traction current and portfolio optimizations on the energy market.

The primary factors that influence traction performance are traction power, train composition and mass, adhesion, track gradient and train running resistance.

Service braking: application of full service braking shall result in a traction cut-off without an automatic restoration of traction power.

On a Class 1 train a single failure of power equipment feeding the traction modules shall not deprive the train of more than 50 % of its traction power.

Such test runs shall be performed on an infrastructure allowing for verifications in conditions representative of the characteristics that may be found in the European conventional rail network (e.g. gradients, train speed, vibrations, traction power, temperature).

Such test runs shall be performed with suitable rolling stock of known characteristics allowing for verifications in conditions that may occur during service (e.g. train speed, traction power).

Such test runs shall be performed on an infrastructure allowing for verifications in conditions representative of the characteristics that may be found in the trans-European high-speed rail network (e.g., gradients, train speed, vibrations, traction power, temperature).

Such test runs shall be performed with suitable rolling stock of known characteristics allowing for verifications in conditions that may occur during service (e.g., train speed, traction power).

This applies in particular when a locomotive or other railway vehicle is traveling and therefore when traction energy is supplied by the at least one internal combustion engine, either repeatedly or continuously.

If the vehicle has a current collector which can be connected to the traction drive and brought into galvanic contact with a contact line of a grounded contact line system to supply traction energy, the vehicle must possess an electrical protection system to prevent dangerous contact voltages on the vehicle frame or on a vehicle body conductively connected thereto.

At higher running speeds, the electrically isolating DC-DC converter is bypassed by an alternate path and the traction energy is taken directly from the contact line.

By this means it is possible to feed electrical energy into vehicles 10 using a current collector 20 in order to provide traction power to an electric or hybrid drive of the vehicle 10 or to discharge braking energy from the vehicle 10 to the overhead line installation.

By this means it is possible to feed electrical energy into vehicles 30 by means of a current collector 40, in order to provide traction energy for an electric or hybrid drive in the vehicle 30, or in order to tap off to the overhead conductor braking energy from the vehicle 30 .

For route sections having a contact line system, e.g. a bipolar overhead line system, the contact line 3 of which has two contact wires suspended above the roadway and designed as go and return paths, the vehicle comprises a current collector 2 for the external supply of traction energy.

By means of the contact strips, galvanic contact is established between current collector 2 and contact line 3 in order to feed traction energy to the vehicle or feed braking energy back into the contact line.

If galvanic contact between current collector 2 and contact line 3 is lost or on route sections without a contact line system, the diesel-electric traction drive 1 can be supplied with traction energy via a diesel generator set or from an optional energy store 11 of the vehicle, e.g. electric double-layer capacitors and/or batteries such as nickel-metal hydride batteries.

The operating states can be differentiated, for example, on the basis of the level of running speed of the vehicle or the level of intensity of the traction current arising from supplying traction energy.

At higher speeds, the protection system 4 is switched to protection stage B by bypassing the electrically isolating DC-DC converter 8 by a bypass jumper 10 and taking the traction energy directly from the contact line 3 .

At switchover to the second operating state, e.g. at higher running speeds, the electrically isolating DC-DC converter is bypassed and the traction energy is taken directly from the contact line.

The advantage that can be achieved with the invention is in particular that, by taking into account the distribution of the drive equipment and multiple traction in the optimization algorithm, instead of the mechanical tractive power the power which is primarily used, such as the electrical power in the case of electric rail vehicles, is minimized.

As soon as traction energy is needed from the internal combustion engine 1 again, the internal combustion engine 1, via the mechanical coupling 2, again drives the generator 3, which in turn generates electrical energy and feeds it into the direct voltage intermediate circuit 7 via the rectifier 5 or a converter.

The procurement of energy includes the purchase of traction energy (diesel fuel and traction current) as well as electricity for stationary facilities (such as switch heaters and train preheating systems).

This environmental standard is focussed on traction energy consuption on every metro line and production of CO2 indirect emissions during using a metro in comparison with production of CO2 emissions exhausted by private vehicle transport.