Traction components consisting of locomotives and supply cars, and related methods

Abstract

A traction assembly consisting of a locomotive and a supply car, and related methods. The assembly includes a locomotive (4) equipped with a roof line (23) electrically connected to a pantograph (21, 22), a control system (40), and a sensing circuit (24). The control system (40) commands the opening or closing of a switch between the roof line (23) and the power circuit of the locomotive's electric motor (5) based on the voltage detected by the sensing circuit on the roof line (23). The assembly (2) also includes a supply car (6) connected to the locomotive (4) and carrying a battery (8) adapted to deliver current for supplying power to the electric motor (5). The supply car (6) is electrically connected to the locomotive (4) in such a way that a first terminal of the battery is connected to the roof line (23), and a second terminal (13) of the battery is connected to a point on the locomotive that is set to a reference potential.

Description

[Technical Field]

[0001] The present invention relates to locomotives of single-current, dual-current, tri-current or higher types that operate using at least one type of electric power (AC or DC). [Background Technology]

[0002] For example, a dual-current locomotive is suitable for picking up first power, specifically single-phase power, by means of a first dedicated pantograph, or picking up second power, specifically DC power, by means of a second dedicated pantograph.

[0003] The existing locomotive fleet needs to be modernized by equipping it with onboard energy storage facilities capable of supplying power to the locomotive traction motors. Such energy storage devices include, for example, batteries, supercapacitors, and fuel cells.

[0004] This will allow the modern locomotive to autonomously navigate over the corresponding section of the track when it is running on a track equipped with an overhead contact line but a portion of the contact line is not powered (e.g., due to a malfunction).

[0005] This will also allow these modern locomotives to operate autonomously along tracks that include sections without overhead contact lines. Incidentally, this will allow new track sections to be put into service without overhead contact lines, i.e., electrification, thereby reducing infrastructure costs.

[0006] Locomotives with onboard energy storage are known. However, these devices are integrated into the locomotive's power circuitry from the design stage and / or have reduced capacity / autonomy.

[0007] This method is not suitable for retrofitting existing locomotives because modifying their power circuitry is both complex and too expensive. Moreover, due to the available space on the locomotive, integration of such onboard equipment is not always feasible. [Summary of the Invention]

[0008] Therefore, the object of the present invention is to solve this problem, specifically by proposing a solution that is easy to implement and allows existing locomotives to be modernized with minimal effort.

[0009] The object of the present invention is a traction assembly comprising a locomotive, the locomotive including a roof line electrically connected to at least one pantograph, a control system, and a sensing circuit, the control system being capable of controlling the opening or closing state of at least one switching device placed between the roof line and a circuit supplying power to the traction motor of the locomotive based on the instantaneous characteristics of the voltage on the roof line detected by the sensing circuit, the traction assembly being characterized in that it further includes a tender mechanically connected to the locomotive, the tender carrying an energy storage device adapted to deliver current for supplying power to the traction motor, the energy storage device having a first terminal and a second terminal, and the tender being electrically connected to the locomotive in such a way that the first terminal is connected to the roof line of the locomotive, and the second terminal is connected to a point on the locomotive that has been brought to a reference potential.

[0010] According to a particular implementation, the traction component includes one or more of the following features, either individually or in any technically possible combination:

[0011] - The at least one switching device includes a DC switching device comprising a first DC switching device connected in series between a point and a midpoint of the roof wiring and a second DC switching device between the midpoint and the point of input to the power supply circuit constituting the traction motor, wherein a first terminal of the energy storage device is connected to the midpoint so as to be connected to the roof wiring via the first DC switching device.

[0012] - The roof line is electrically connected to a single-phase pantograph suitable for collecting single-phase current and a DC pantograph suitable for collecting DC current. The control system is adapted to control the opening or closing state of a single-phase switch between the roof line and the single-phase power supply circuit for the locomotive's traction motor based on the instantaneous characteristics of the voltage on the roof line detected by the sensing circuit, and to control the opening or closing state of a DC switch between the roof line and the DC power supply circuit for the locomotive's traction motor.

[0013] - The single-phase power supply circuit includes, in sequence, a transformer, a single-phase / DC converter, a first filter device, and an inverter connected to at least one traction motor, wherein the DC power supply circuit includes, in sequence, a second filter device and an inverter, the first filter device and the second filter device having different inputs, sharing common components and a common output to the inverter.

[0014] - The locomotive preferably includes a selector in the cab that enables the selection of an operating mode from the following modes: a collection mode corresponding to the use of single-phase or DC power collected by a pantograph; and an autonomous mode corresponding to the use of DC power delivered by an energy storage device of a resupply vehicle. The selector is adapted to transmit information indicating the selected operating mode to the control system, which is taken into account in order to control the open or closed state of the switching devices or individual switching devices.

[0015] -The traction assembly enables: the supply vehicle to be equipped with a pair of first connectors, which are electrically connected to a first terminal and a second terminal of the energy storage device, respectively; the locomotive to be equipped with a pair of second connectors, a high-voltage cable connecting one of the second connectors to the roof wiring, and a grounding cable connecting the other of the second connectors to the reference potential of the locomotive; and the electrical link between the supply vehicle and the locomotive is provided by a first power cable and a second power cable connected between the first connectors and the second connectors.

[0016] - A pair of second connectors are provided on one or more end faces of the locomotive, and the high-voltage cable extends along the locomotive body to the roof of the locomotive;

[0017] - The energy storage device is suitable for transmitting direct current between 1.5kV DC and 3kV DC; and

[0018] - The energy storage device is adapted to be recharged by electricity captured by the at least one pantograph.

[0019] The present invention also relates to a method for selecting a power source, implemented by a control system of a traction assembly according to claim 2, the method comprising the following steps: when selecting an operating mode corresponding to the use of DC power supplied via an energy storage device of a resupply vehicle: locking the pantograph in a lowered position and closing a first DC switch; detecting zero voltage on the roof line; activating the energy storage device to supply DC voltage to the roof line; detecting a voltage within a predetermined range on the roof line; and closing a second DC switch. [Attached Image Description]

[0020] The invention and its advantages will be better understood upon reading the following description of specific embodiments, which are given by way of example and with reference to the accompanying drawings, in which:

[0021] Figure 1 This is a schematic diagram of a traction assembly consisting of a locomotive and a supply car, and more specifically, a schematic diagram of the power supply circuit of this traction assembly; and

[0022] Figure 2 yes Figure 1 The flowchart shows the operation methods of the component.

Detailed Implementation Methods

[0023] Figure 1 The train 1 is shown, which consists of a traction assembly 2 connected to one or more carriages 3 (such as passenger carriages).

[0024] The train includes a control system 40 for controlling various equipment on the train. This control system is called the Train Control and Management System (TCMS).

[0025] The traction assembly 2 itself consists of, for example, the connection between a dual-current locomotive 4 and a supply car 6.

[0026] Historically, supply cars were auxiliary carriages that accompanied locomotives and contained the fuel reserves necessary to supply the locomotives.

[0027] According to the invention, the resupply vehicle 6 carries an energy storage device, generally referred to by reference numeral 8, capable of delivering direct current. This device 8 comprises, for example, a power source (such as a battery, supercapacitor, fuel cell, hybrid (fuel cell / battery) or any device known to those skilled in the art) and a current converter (such as a DC-DC converter or alternatively a DC-AC converter).

[0028] The energy storage device 8 includes a first terminal 12 and a second terminal 13. The second terminal is advantageously electrically connected to a point on the resupply vehicle 6 that is set to a reference potential.

[0029] Locomotive 4 includes a power supply circuit 20 for supplying power to the traction motor of locomotive 4. Figure 1 The image shows only one electric motor 5, but locomotives typically have two or four electric motors.

[0030] Circuit 20 allows for connection from overhead lines (such as catenary) Figure 1 (not shown in the image) Current is obtained. In Figure 1 The example shown illustrates a dual-current locomotive, thus circuit 20 allows single-phase or DC current to be drawn from a contact point with a power source (such as an overhead contact line).

[0031] The power supply circuit 20 includes a ground wire 19, which is electrically connected to a point set as a reference potential.

[0032] The power supply circuit 20 includes a first pantograph or AC pantograph 21 on the roof of the locomotive 4 for collecting single-phase current, and advantageously includes a second pantograph or DC pantograph 22 for collecting direct current.

[0033] Alternatively, the power supply circuit may include only one or more of the first and second pantographs, and the power supply circuit may be adapted accordingly.

[0034] Each pantograph 21 and 22 is electrically connected to the roof wiring 23.

[0035] Roof line 23 extends along the roof of locomotive 4 between the two endpoints A and D.

[0036] The sensing device 24 is electrically connected to the roof wiring 23 at point A, for example. The function of this device is to detect the characteristics of the potential set to the roof wiring 23 at any time and transmit this information to the control system 40.

[0037] Based on the results of the detection, the control system 40 controls the status of various devices, especially the opening or closing of the isolation devices 31 and 32, which are discussed in detail below, to properly route power to the motor.

[0038] In order to transmit single-phase power, the roof wiring 23 is electrically connected to point F of the first terminal of the primary winding of the transformer 25 via a single-phase / AC isolation device 31.

[0039] The second terminal of the primary winding of transformer 25 is electrically connected to ground wire 19.

[0040] The secondary winding of transformer 25 is connected to the input of single-phase / DC converter 26.

[0041] The DC current output from converter 26 is applied to the first input of filter device 27.

[0042] The filtered DC current output from the filter device 27 is applied to the input of the inverter 28.

[0043] The function of inverter 28 is then to convert the filtered DC current into a three-phase current suitable for powering motor 5.

[0044] Since the locomotive has several onboard electric motors, it includes the same number of conversion chains, each consisting of a single-phase / DC converter (connected to the secondary of transformer 25), a filter, and an inverter, as described above.

[0045] In order to deliver DC power, the roof line 23 is electrically connected to point G via DC isolation device 32, which constitutes the second input of each filter device 27 of the locomotive power system.

[0046] Advantageously, inductor 37 is inserted between DC isolation device 32 and point G.

[0047] Then, the DC current supplied at the output of the filter device 27 is applied to the input of the inverter 28 so as to be converted into three-phase current for powering the corresponding motor 5.

[0048] AC isolation device 31 includes a single-phase / AC disconnect switch 33 and a single-phase / AC circuit breaker 35 connected in parallel.

[0049] Specifically, one terminal of the AC disconnect switch 33 and one terminal of the AC circuit breaker 35 are connected to point B of the roof line 23, and the other terminal of the AC disconnect switch 33 and the other terminal of the AC circuit breaker 35 are connected to point F.

[0050] The control system 40 is adapted to control the open or closed state of the AC circuit breaker 35 based on the type (AC / DC) and voltage level detected by the sensing circuit 24 at line 23. For example, the control system 40 is adapted to control the AC circuit breaker 35 to close when the sensing circuit detects an AC voltage of 25 kV.

[0051] The AC disconnect switch 33, suitable for grounding the roof line 23, is intended to be controlled between its closed and open states, preferably manually. Specifically, during the operation of grounding the line 23, the AC disconnect switch 33 is intended to be manually operated via a key in the closed grounding state.

[0052] The DC isolation device 32 is equipped with a DC disconnect switch 34 and a DC circuit breaker 36 in series.

[0053] More specifically, one terminal of the disconnector DC 34 is connected to point C of the roof line 23, and the other terminal of the disconnector DC 34 is connected to the intermediate point E. One terminal of the DC circuit breaker 36 is connected to the intermediate point E, and the other terminal of the DC circuit breaker 36 is connected to the inductor 37.

[0054] The control system 40 is adapted to command the DC circuit breaker 36 to open or close based on the type (AC / DC) and voltage level detected by the sensing circuit 24 at line 23. For example, the control system 40 is adapted to command the DC circuit breaker 36 to close when the sensing circuit detects a DC voltage of 1.5 kV.

[0055] Additionally, the control system 40 is adapted to command the DC disconnect switch 34 to open or close when DC voltage is supplied on line 23. For example, the driver inputs his DC power supply status on the track to the control system 40 at the interface, and the control system 40 commands the DC disconnect switch 34 to close.

[0056] Other equipment can be provided, such as lightning protection devices, pantograph isolation, power measurement systems, etc.

[0057] According to the present invention, the supply vehicle 6 is mechanically connected to the locomotive 4 via a connecting rod 10.

[0058] In addition, the supply vehicle 6 is electrically connected to the locomotive 4, so that the energy storage device 8 can supply power to the traction motor 5 of the locomotive 4.

[0059] For this purpose, dedicated connectors 14 and 15 are provided on the front side of the supply vehicle 6. They are electrically connected to the first terminal 12 and the second terminal 13 of the device 8, respectively. Advantageously, the supply vehicle includes a safety circuit breaker between the terminal 12 and the connector 14.

[0060] Dedicated connectors 44 and 45 are also provided on the locomotive body 4, for example, on each end face of the locomotive body, so that the supply car can be electrically connected to the locomotive regardless of the direction of the locomotive (reverse direction).

[0061] The electrical connection between the supply vehicle 6 and the locomotive 4 is formed by a first cable 54 and a second cable 55. The first cable is connected at one end to the connector 14 of the supply vehicle and at the other end to the connector 44 of the locomotive. The second cable is connected at one end to the connector 15 of the supply vehicle and at the other end to the connector 45 of the locomotive.

[0062] On the locomotive side 4, one or more high-voltage cables 46 connect connector 44 to roof wiring 23. Advantageously, the high-voltage cables 46 are connected to the intermediate point E in such a way that the high-voltage cables can be isolated or connected to roof wiring 23 depending on the open or closed state of DC disconnect switch 34.

[0063] Alternatively, if the supply vehicle is suitable for providing single-phase electrical signals, cable 46 is advantageously connected to the input of single-phase circuit breaker 35, and an isolating switch is provided, for example, between rooftop line 23 and single-phase circuit breaker 35.

[0064] Advantageously, the high-voltage cable 46 extends on the roof of the locomotive and outside the locomotive body 4. Depending on the engine configuration, the high-voltage cable can be installed inside the locomotive.

[0065] One or more grounding cables 47 connect connector 45 to grounding wire 19 of locomotive 4. Therefore, the supply car and the locomotive share the same reference potential.

[0066] In addition, to select the locomotive's power supply mode, a selector switch 60 is installed on the locomotive, advantageously located in the driver's cab. The selector switch allows the driver to choose from one or more collection modes and an autonomous mode. For example, for a dual-current locomotive, three possible operating modes are considered:

[0067] - First collection mode, corresponding to the use of single-phase power (typically, for example, 25kVAC) collected by the first AC pantograph 21;

[0068] - A second collection mode, corresponding to the use of DC power (typically, for example, 1.5kVDC) collected by the second DC pantograph 22; and

[0069] - The third autonomous mode corresponds to the use of DC power (typically 1.5kVDC) delivered by the onboard energy storage device.

[0070] Information corresponding to the state of selector 60 and thus to the operating mode selected by the driver is transmitted to control system 40, which is adapted to command pantograph to move and / or configure power circuit 20 according to the information.

[0071] According to the present invention, the control system 40 is programmed to implement [measures] when the operating mode changes. Figure 2 The method for selecting a power source is shown.

[0072] Method 100 begins when the driver changes the current operating mode (i.e., the power supply for the traction motor) by selecting a new operating mode using selector 60 in step 110. As a result, control system 40 and the resupply vehicle receive information indicating the new operating mode.

[0073] In step 120, the AC and DC pantographs are lowered, and circuit breakers 35 and 36 and disconnector 34 are switched to the open state.

[0074] In step 130, the value of the new operating mode is tested.

[0075] If the new mode corresponds to the first mode Mode_1, then in step 141, the AC pantograph is raised to make contact with the contact network carrying single-phase current. The pantograph DC is then locked in the lowered position, and switch 34 is placed in the isolated position, in which the switch isolates the intermediate point E from the potential of the roof line 23. Advantageously, circuit breaker 36 is kept in the open state.

[0076] Then, in the next step 143, the sensing circuit 24 detects that the roof line 23 is set to a single-phase potential within an acceptable voltage range.

[0077] In response, in step 145, the control system 40 allows the AC circuit breaker 35 to close while keeping the DC circuit breaker 36 open. Switch 34 also remains in its isolated position.

[0078] Finally, in step 147, the AC circuit breaker 35 is closed. Under these conditions, the single-phase current picked up by the AC pantograph 21 is applied to the input of each power supply system via the transformer 25.

[0079] If the new mode corresponds to the second mode Mode_2, then in step 151, the DC pantograph 22 is moved to the raised position to contact the contact network supplying DC current, and the switch 34 is moved to the closed position, which connects point E to the potential of the roof line 23. The AC pantograph is then locked in the lowered position, and the circuit breaker 35 remains in the open position.

[0080] In step 153, the sensing circuit 24 detects the presence of DC current on the roof wiring 23.

[0081] In response, in step 155, the control system 40 allows the DC circuit breaker 36 to close while keeping the AC circuit breaker 35 open.

[0082] Finally, in step 157, the DC circuit breaker 36 is closed. Under these conditions, the DC current collected by the DC pantograph 22 is directly applied to the input of the inverter 28 of each power system via the filter device 27.

[0083] Finally, if it is determined in step 130 that the new mode corresponds to the third mode MODE_3, then in step 161, the AC pantograph 21 and DC pantograph 22 are forced into their lowered positions, and the switch 34 is moved to the closed state, which connects point E to the potential of the roof line 23.

[0084] In step 162, the sensing circuit 24 does not detect any voltage on the roof line 23 because the AC 21 and DC 22 pantographs are forced into their lowered positions and the circuit breakers 35 and 36 are disconnected.

[0085] In response, in step 163, the control system 40 activates the energy storage device 8 to supply power to lines 54 and 46. This causes voltage to be applied from terminal 12 of the energy storage device 8 to roof line 23 via switch 34.

[0086] Then, in step 164, the sensing circuit 24 detects the DC voltage on the roof wiring 23.

[0087] In response, in step 165, the control system 40 allows the DC circuit breaker 36 to close while keeping the AC circuit breaker 35 open.

[0088] Finally, in step 167, the DC circuit breaker 36 is closed. Under these conditions, the DC current supplied by the energy storage device 8 is directly applied to the input of the inverter 28 of each power system via the filter device 27.

[0089] Those skilled in the art will note that the traction assembly according to the invention allows for the simple modernization of locomotives of the current collector type. In practice, it is easy to directly connect the energy storage device on the supply vehicle to the roof wiring via a high-voltage cable. The energy storage device on the supply vehicle is selected to deliver current suitable for the locomotive's power circuitry.

[0090] In the case of a dual-current single-phase / DC locomotive and energy storage device that transmits DC current, the high-voltage cable is connected to the roof line via disconnector 34. This component is reused to protect the energy storage device when the roof line is set to single-phase voltage. Furthermore, although the roof line is set to DC voltage in the second collection operation mode, the collected current can advantageously be used to recharge the energy storage device of the supply vehicle via disconnector 34.

[0091] Alternatively, the locomotive is not dual-current, but tri-current or more current, capable of receiving, for example, various types of single-phase current and / or various types of direct current via its pantograph.

[0092] In another embodiment, the locomotive is a single-current locomotive, even though the preferred embodiment described above is a dual-current locomotive.

Claims

1. A traction assembly (2) comprising a locomotive (4) including a roof line (23) electrically connected to at least one pantograph, a control system (40) and a sensing circuit (24), the control system (40) being adapted to command the open or closed state of at least one switching device placed between the roof line (23) and a power supply circuit for a traction motor (5) of the locomotive, as a function of the instantaneous characteristics of the voltage on the roof line (23) detected by the sensing circuit, the traction assembly (2) being characterized in that it further comprises a supply car (6) mechanically coupled to the locomotive (4), the supply car (6) carrying an energy storage device (8) adapted to deliver an electric current for powering the traction motor (5), the energy storage device having a first terminal (12) and a second terminal (13), and the supply car (6) being electrically connected to the locomotive (4) in such a way that the first terminal is directly connected to the roof line (23) of the locomotive (4) via a high-voltage cable (46) without using any current converter, and the second terminal (13) is connected to a point on the locomotive set as a reference potential.

2. The traction assembly (2) according to claim 1, wherein, the at least one switching device comprising a DC switching device (32) having a first DC switching device (34) in series between a point of the roof line (23) and an intermediate point (E) and a second DC switching device (36) between the intermediate point and a point constituting the input of the power supply circuit of the traction motor, the first terminal (12) of the energy storage device being connected to the intermediate point so as to be connected to the roof line by the first DC switching device (34).

3. The traction assembly (2) according to claim 1, wherein, the roof line (23) being electrically connected to a single-phase pantograph (21) adapted to collect a single-phase current and to a DC pantograph (22) adapted to collect a DC current, the control system (40) being adapted to command the open or closed state of a single-phase switching device (31) located between the roof line (23) and a single-phase power supply circuit for the traction motor (5) of the locomotive (4) and to command the open or closed state of a DC switching device (32) located between the roof line (23) and a DC power supply circuit for the traction motor (5) of the locomotive, as a function of the instantaneous characteristics of the voltage on the roof line (23) detected by the sensing circuit (24).

4. The traction assembly (2) according to claim 3, wherein, the single-phase power supply circuit comprising in sequence a transformer (25), a single-phase / DC converter (26), a first filtering device and an inverter (28) connected to at least one traction motor (5), and wherein the DC power supply circuit comprises in sequence a second filtering device and the inverter (28), the first and second filtering devices having different inputs, sharing a common component and a common output to the inverter (28).

5. The traction assembly (2) according to any one of claims 1 to 4, wherein The locomotive (4) comprises a selector (60) which makes it possible to select an operating mode from among: - a collection mode, which corresponds to the use of single-phase or DC electric power collected by means of the pantograph; and an independent mode, which corresponds to the use of DC electric power delivered by means of the energy storage device (8) of the supply vehicle (6), the selector being adapted to transmit information to the control system (40) indicating the operating mode selected, which information is taken into account in order to command the open or closed state of the switching device or of the respective switching devices.

6. Traction assembly (2) according to any one of claims 1 to 4, wherein: - the supply vehicle (6) is equipped with a pair of first connectors, which are electrically connected respectively to the first terminal (12) and to the second terminal (13) of the energy storage device (8); - the locomotive (4) is equipped with a pair of second connectors, a high-voltage cable (46) connecting one of the second connectors (44) to the roof line (23), and a ground cable (47) connecting the other of the second connectors (45) to the reference potential of the locomotive (4), 7. The traction assembly (2) according to claim 6, wherein, and wherein the electrical connection between the supply vehicle (6) and the locomotive (4) is provided by a first and a second power cable (54, 55) connected between the first and the second connectors.

8. The traction assembly (2) according to any one of claims 1 to 4, wherein, The pair of second connectors (44, 45) is arranged on one or on each end face of the locomotive (4), and the high-voltage cable (46) extends along the body of the locomotive (4) to the roof of the locomotive (4).

9. The traction assembly (2) according to any one of claims 1 to 4, wherein, The energy storage device (8) is adapted to deliver a direct current of between 1.5 kV DC and 3 kV DC. The energy storage device (8) is adapted to be recharged by means of electric power captured by the at least one pantograph.

10. Traction assembly (2) according to claim 2, comprising a control system (40) of the traction assembly (2), configured for, when the operating mode corresponding to the use of DC electric power delivered by means of the energy storage device (8) of the supply vehicle (6) is selected: - locking (161) the pantograph in a lowered position and closing the first DC switching device (34); - detecting (162) zero voltage on the roof line (23); - starting (163) the energy storage device (8) to deliver a DC voltage to the roof line; - detecting (164) a voltage on the roof line (23) within a predetermined value range; and - closing (167) the second DC switching device (36).

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