Rail vehicle comprising a plurality of current collectors and method of operating a rail vehicle

Abstract

The invention relates to a method of operating a rail vehicle (1), comprising: - a plurality of current collectors (3), each current collector (3) electrically connecting the rail vehicle (1) with an energy supply network (6); - a plurality of converters, comprising a first converter (11a) and a second converter (11b), each converter (11) being respectively assigned to a designated one of the plurality of current collectors (3) and converting a direct current at an input side of the converter (11) into an alternating current at an output side of the converter (11) by repeatedly switching a converter switch (25) depending on phase information about a phase position of an alternating voltage and / or an alternating current at the output side of the converter (11); - an alternating current line (15) electrically connecting the output sides of the converters (11), wherein, when the rail vehicle (1) passes a sectioning point of the energy supply network (6) such that an energy supply from the energy supply network (6) to an input side of the first converter (11a) via a designated current collector (3) of the first converter (11a) is interrupted, a) the interruption is detected; b) the conversion of the direct current at the input side of the first converter (11a) into the alternating current at the output side of the first converter (11a) is stopped; c) the processing of the phase information about the phase position of the alternating voltage and / or the alternating current at the output side of the first converter (11a) is continued for a time period of the interruption; d) a return of the energy supply from the energy supply network (6) to the input side of the first converter (11a) is detected; and e) the processing result of the processing of the phase information for the time period of the interruption is used to restart the conversion of the direct current at the input side of the first converter (11a) into the alternating current at the output side of the first converter (11a).

Description

TECHNICAL FIELD

[0001] The invention relates to a rail vehicle and a method of operating a rail vehicle. The rail vehicle comprises a plurality of current collectors, wherein each current collector electrically connects the rail vehicle with an energy supply network during operation. BACKGROUND

[0002] However, during operation of the rail vehicle, in particular when the rail vehicle is running on a track, there are time periods in which the energy supply network does not supply electrical energy via at least one current collector: The energy supply network, consisting of a power supply line in the form of an overhead power line or a live steel rail, commonly referred to as a third rail, comprises sectioning points which electrically isolate successive sections of the power supply line from each other. At the sectioning points, there is a gap between the successive sections. This means that there is no electrical connection between the successive sections. Therefore, when the rail vehicle passes a sectioning point, the current collector, such as a pantograph for contacting the overhead power line or a contact block for contacting the third rail, loses electrical connection to the energy supply network for a short time. Since the rail vehicle consists of a plurality of current collectors, electrical energy can still be supplied to the rail vehicle for this short time.

[0003] There are different kinds of devices within the rail vehicle which require electrical energy for operation. One kind of device belongs to the traction system, such as traction electric machines, current converters, their electrical connections and electrical components which are electrically connected to these devices. Another kind of device is referred to as auxiliary devices and belongs to the auxiliary system of the rail vehicle. Auxiliary devices support the operation of the rail vehicle but do not belong to the traction system. For example, cooling devices for cooling the current converters and the traction electric machines, and control devices for controlling the operation of the traction system devices. At least some of the auxiliary devices are necessary for the propulsion and braking of the rail vehicle. For example, if the control device of the traction converter which supplies electrical energy to at least one traction electric machine stops operating, the traction converter can no longer supply electrical energy to the traction electric machine and can no longer operate in a dynamic braking mode.

[0004] In the event of a failure of a cooling device for cooling a traction system current converter or for cooling a traction electric machine, the propulsion can not immediately stop, but will stop after a certain time. There are also devices, such as electric lights and heating, which can provide a comfortable environment for passengers and can also be used for loading and unloading goods.

[0005] Although the invention is not limited thereto, it particularly relates to the provision of electrical energy to auxiliary devices.

[0006] Normally, the electrical devices within a rail vehicle are supplied with electrical energy by an alternating current generated by a current converter (in short: converter). The alternating current line to the electrical devices is connected to the "output side" or "AC side" of the converter. The "input side" or "DC side" of the converter is connected to a DC circuit, often referred to as "intermediate circuit" or "DC bus". If the rail on which the rail vehicle is travelling has a DC energy supply network, the electrical energy is normally supplied from the supply network via one of the current collectors and the inductance of the DC circuit to the input side of the current converter. If the rail has an AC energy supply network, the electrical energy is normally supplied from the supply network via one of the current collectors, via a transformer to a line converter and then to the DC circuit. The line converter rectifies the alternating current from the secondary side of the transformer to the direct current of the DC circuit.

[0007] In particular when supplying energy to auxiliary devices, there can be a plurality of current converters, namely auxiliary system current converters, wherein each auxiliary system current converter converts the direct current of one DC circuit into an alternating current at its output side. Each DC circuit is connected to one current collector of the rail vehicle, respectively, that is, the energy supply of each DC circuit from the energy supply network depends on the electrical connection of the respective current collector to the energy supply network. When one of the current collectors reaches a sectioning point, its electrical connection to the energy supply network will be interrupted, while the electrical connection of at least one of the plurality of current collectors to the energy supply network will remain unchanged. However, at least one of the plurality of current collectors will also reach a sectioning point. In order to be able to continuously supply energy to the auxiliary devices, there is an AC line on the rail vehicle to which all or a plurality of the output sides of the auxiliary system current collectors are connected. As long as at least one of the auxiliary system current collectors feeds alternating current into the AC line, electrical energy can be supplied to the auxiliary devices, although the supply power can drop significantly when one of the current collectors passes a sectioning point.

[0008] Normally, the current converter converts the direct current into an alternating current by repeatedly switching on and off the converter switches. For example, in a three-phase DC-AC converter, there are at least six switches, usually semiconductor switches, such as IGBTs (Insulated Gate Bipolar Transistors). In general, there are at least two switches per phase. Between the two switches of a phase there is usually a connection point of the converter output side (AC side). However, there can also be more switches per phase, in particular when a plurality of switches are arranged in parallel to each other in order to increase the maximum allowed current.

[0009] When the current collector through the section point establishes an electrical connection with the line section behind the section point, the energy supply network supplies energy through the current collector to the specified current converter. However, different current converters must generate a phase-locked alternating current when they are connected on their output side to the alternating current line, i.e. a phase shift of the alternating current must be avoided for the most part of the operating time. A phase shift can only occur for a short time. There are two solutions which satisfy such a requirement, i.e. the alternating current is phase-locked when the energy supply to the current converter through the specified current collector is re-established after the section point.

[0010] According to the first solution, the input sides of different current converters can be connected to each other by electrical lines in order to supply the current converters with energy from different current collectors. Thus, the current converter can continue to generate an alternating current on its output side when the specified current collector passes through the section point. However, the electrical lines on the input side of the current converter greatly increase the manufacturing time and effort for the rail vehicle.

[0011] According to the second solution, the converter control device of the current converter can synchronously control the converter switches with another current converter immediately after the re-establishment of the energy supply to the input side of the current converter through the specified current collector. However, this requires a certain time, so that the time gap in which the generation of the alternating current is suspended is greater than the time period in which the electrical connection to the energy supply network through the specified current collector is interrupted. SUMMARY

[0012] It is an object of the present application to provide a solution for a method of operating a rail vehicle in the above-mentioned situation and a solution for a rail vehicle having the above-mentioned features which provides a small time gap in which the generation of the alternating current is suspended at the section point and which requires only little constructional effort. It is a further object of the present application to provide a corresponding rail vehicle.

[0013] With regard to the method and the rail vehicle having the above-mentioned features, it is proposed to continue to process phase information about the phase position of the alternating voltage and / or the alternating current on the output side of the current converter during the time period in which the energy supply of the energy supply network to the input side of the current converter through the specified current collector is interrupted. Thus, it is not necessary to connect electrical lines on the input side of different current collectors, and the generation of an alternating current on the output side of the current converter which is in phase with the other alternating current fed into the alternating current line can be resumed immediately after the re-establishment of the energy supply of the energy supply network to the input side of the current converter through the specified current collector.

[0014] In particular, the following is proposed:

[0015] A method of operating a rail vehicle, the rail vehicle comprising:

[0016] a plurality of current collectors, each of which electrically connects the rail vehicle to an energy supply network,

[0017] a plurality of converters, including a first converter and a second converter, each converter being respectively assigned to a designated one of the plurality of current collectors and being adapted to convert a direct current at an input side of the converter into an alternating current at an output side of the converter by repeatedly switching a converter switch in dependence on phase information about a phase position of an alternating voltage and / or an alternating current at the output side of the converter;

[0018] an alternating current line adapted to electrically connect the output sides of the converters,

[0019] wherein, when the rail vehicle passes a segment point of the energy supply network, an interruption of an energy supply from the energy supply network to the input side of the first converter via the designated current collector of the first converter is caused,

[0020] a) detecting the interruption;

[0021] b) stopping the conversion of the direct current at the input side of the first converter into the alternating current at the output side of the first converter;

[0022] c) continuing the processing of the phase information about the phase position of the alternating voltage and / or the alternating current at the output side of the first converter for a time period of the interruption;

[0023] d) detecting a return of the energy supply of the energy supply network to the input side of the first converter; and

[0024] e) using a result of the processing of the phase information for a time period of the interruption for restarting the conversion of the direct current at the input side of the first converter into the alternating current at the output side of the first converter.

[0025] Further, a rail vehicle is proposed, comprising:

[0026] a plurality of current collectors, each current collector (e.g. a pantograph or a contact block) being adapted to electrically connect the rail vehicle with an energy supply network;

[0027] a plurality of converters, including a first converter and a second converter, each converter being respectively assigned to a designated one of the plurality of current collectors and being adapted to convert a direct current at an input side of the converter into an alternating current at an output side of the converter by repeatedly switching a converter switch in dependence on phase information about a phase position of an alternating voltage and / or an alternating current at the output side of the converter;

[0028] an alternating current line adapted to electrically connect the output sides of the converters,

[0029] - one or more supply presence sensors adapted to generate a sensor signal indicative of whether there is a supply of electrical energy from the energy supply network through a designated current collector of the first converter to an input side of the first converter;

[0030] - first converter control means adapted to control operation of the first converter,

[0031] wherein, when the rail vehicle passes a segment point of the energy supply network, causing an interruption of the supply of energy from the energy supply network through a designated current collector of the first converter to an input side of the first converter, the rail vehicle is adapted to:

[0032] a) detect the interruption from the sensor signal of the supply presence sensor;

[0033] b) stop converting a direct current at the input side of the first converter into an alternating current at the output side of the first converter;

[0034] c) continue processing phase information about a phase position of an alternating voltage and / or an alternating current at the output side of the first converter for a time period of the interruption;

[0035] d) detect a return of the supply of energy from the energy supply network to the input side of the first converter from the sensor signal of the supply presence sensor;

[0036] e) restart converting a direct current at the input side of the first converter into an alternating current at the output side of the first converter using a result of the processing of the phase information continued for the time period of the interruption.

[0037] Embodiments of the method and the rail vehicle will be described in the following. For each embodiment of the method there is a corresponding embodiment of the rail vehicle and vice versa.

[0038] Each of the plurality of converters is electrically connected or electrically connectable (e.g. by closing a switch) to a designated current collector.

[0039] There can be more than two current converters having their output sides connected to the AC line. For example, a train can comprise three or more current collectors, wherein each current collector is electrically connected or electrically connectable (e.g. by closing a switch) to an input side of a current converter, the output sides of the current converters are electrically connected or electrically connectable (e.g. by closing a switch) to the AC line, the AC line can extend from the current converter closest to the front of the train to the current converter closest to the rear of the train.

[0040] The phase position (often referred to as "phase") of the alternating voltage and / or alternating current on the output side of the converter comprises the information about the time at which the alternating voltage and / or alternating current reaches a maximum, a minimum or a zero value. For example, in the case of a three-phase current, there is usually a phase shift of 120° between each pair of phases, and the same applies to the corresponding alternating voltages. According to the basic knowledge of the skilled person, there is also a phase shift between the alternating current and the alternating voltage of each phase, which depends on the inductances and capacitances involved. However, as soon as the phase position of the alternating voltage or alternating current on the output side of the converter is known, it is sufficient to control the converter switches in such a way that an alternating current on the output side of the converter is generated which is in phase with the alternating current of the other converter.

[0041] There are at least two ways of how to continue processing the phase information about the phase position of the alternating voltage and / or alternating current on the output side of the converter during the interrupted time period.

[0042] According to a first approach, the alternating voltage and / or alternating current on the output side of the converter is measured in terms of time, i.e. the alternating voltage and / or alternating current is repeatedly measured and the measurement is continued during the interrupted time period. Corresponding sensors for measuring at least one phase voltage of the alternating voltage and / or a phase current of the alternating current are well known in the art, and the converter control device will usually process the phase information from the sensor signals of such sensors received. For example, there can be two alternating current sensors on the output side of the converter, each of which is arranged and adapted to measure the alternating current on one of the three phase lines of the alternating current line. In particular, the phase current of the third phase line of the alternating current line can be calculated on the assumption that the phase difference between each pair of phase lines is 120° for the current through the three phase lines. Furthermore, a single voltage sensor can be used to measure the voltage between two of the three phase lines. However, the present application is not limited to this specific example of two current sensors and one voltage sensor on the output side of the converter. For example, there can be three current sensors and / or two voltage sensors.

[0043] In any case, the sensors on the output side of the converter are preferably arranged at any position on the alternating current line (see below) outside the line switch in order to measure the voltage and / or current of the alternating current line. Thus, the sensors can continue to provide sensor signals even when the line switch is open.

[0044] For example, the sensor signal is processed by a control device adapted to control the first converter, the control device controlling in dependence of the sensor signal. The result of the control is a switching pattern of the converter switches, i.e. a sequence of switchings of the converter switches over a period of time. In particular, the process performed by the control device for controlling the switching of the converter switches can be performed before the specified collector reaches the segmentation point and can be continued during the interrupted time period. It is to be noted, however, that the length of the interrupted time period does not necessarily correspond to the length of the time gap between the energy supply from the energy supply network to the input side of the first converter before the specified collector reaches the segmentation point and the reestablishment of the energy supply after passing the segmentation point. In other words, the converter control device does not necessarily have to continue processing the sensor signal for the entire time gap in which there is no energy supply to the input side of the converter. For example, the converter control device can continue processing the sensor signal only shortly before the end of the time gap. The converter control device can know the minimum length of the time gap so that the converter control device can start the continuation as soon as possible. Preferably, however, the processing of the sensor signal is continued for the entire time gap, i.e. the processing of the sensor signal and the processing of the phase information are not interrupted at some point in time. In any case, the processing of the phase information can result in a switching pattern being calculated during the interrupted time period or for the entire time gap. The converter control device can output a corresponding control signal for the converter switches to which the switching pattern is available, so that the converter switches are actually switched, or the converter control device can not output a control signal to the converter switches during the interrupted time period.

[0045] According to a second approach, the processing of the phase information during the interrupted time period is independent of the sensor signal or can not be fully dependent on the sensor signal. This has the advantage that the required processing power is lower and that the phase information is independent of the alternating current at the output side of the first converter during the interrupted time period. Although the output side of the first converter can be connected to the alternating current line during the interrupted time period, the alternating current in the alternating current line in the vicinity of the first converter can not be suitable for obtaining the phase information. According to the second approach, it is assumed that the phase of the alternating voltage and / or the alternating current in the alternating current line does not change during the time gap between the interruption of the energy supply from the energy supply network to the input side of the first converter at the segmentation point and the beginning of the interrupted time period. For example, the processing of the phase information during the interrupted time period can comprise continuously or repeatedly receiving a time signal, e.g. from an internal clock of the converter control device, and calculating the phase position / phase at least at the time when it is detected that the energy supply from the energy supply network to the input side of the first converter has returned. Alternatively, the phase position / phase can be continuously or repeatedly calculated on the basis of the time signal.

[0046] In particular, the period of interruption, i.e. the interruption time interval, can end when the designated current collector of the first converter has been electrically connected to the energy supply network after passing the sectioning point, but the operation of the first converter has not yet been restarted. In any case, the period of interruption preferably starts when there is no electrical connection between the designated current collector of the first converter and the energy supply network, for example when there is no electrical contact between the designated current collector and the overhead power line or the third rail. Furthermore, the phase information about the phase position of the alternating voltage and / or alternating current on the output side of the first converter is preferably continued when there is no electrical connection between the designated current collector of the first converter and the energy supply network.

[0047] The alternating current line can extend in the direction of travel or along the direction of travel through the rail vehicle at least from the location of the first converter to the location of the second converter. Typically, the first converter and the second converter are located in different parts of the rail vehicle, for example in different carriages of a train.

[0048] The supply presence sensor is in particular located at the input side of the first converter, at any location within the electrical circuit between the first converter and its designated current collector. Typically, a first sensor is located in the electrical connection between the designated current collector and the main transformer (alternating current power supply network) or the main inductance (direct current power supply network), and a second sensor is located in the direct current circuit at the input side. The first sensor can measure the current voltage at the electrical connection, and the second sensor can measure the voltage of the direct current circuit. If there is more than one supply presence sensor, the sensor signal emitted by one of the sensors after reaching the sectioning point can indicate the absence of the energy supply, and the sensor signal emitted by the other sensor can indicate the return of the energy supply, i.e. the presence. For example, the sensor signal of the second sensor can be used to detect the presence, as this can reduce the delay in stopping the alternating current generated by the first converter, thus shortening the period of time without alternating current generation. On the other hand, the return of the energy supply from the energy supply network can preferably be indicated by the sensor signal of the first sensor, as this sensor is closer to the current collector, and the converter control device can use the sensor signal to detect the return.

[0049] However, according to a particularly reliable solution, at least the signal of the voltage sensor in the direct current circuit, i.e. the embodiment of the second sensor mentioned above, can be used to detect whether the supply of electrical energy from the energy supply network to the input side of the first converter via the specified current collector of the first converter at the point of segmentation is present and whether the supply of electrical energy returns after passing the point of segmentation. Shortly after passing the point of segmentation, the voltage in the direct current circuit drops, and this can be detected if the condition that the voltage has dropped by a predetermined voltage difference and / or has dropped to a predetermined voltage value is met. When the supply of electrical energy returns, this can be detected if the condition that the voltage has increased by a predetermined voltage difference and / or has reached a predetermined voltage value is met. In all these cases, the converter control device of the first converter can detect whether the supply of energy to the input side of the first converter is interrupted, for example, by evaluating the sensor signal of the supply presence sensor.

[0050] Although the rail vehicle and the method of operating the rail vehicle have been described and will be described in particular with respect to the first converter, the same description can also apply to the second converter or any other converter that is connected or connectable to the AC line. In particular, the current collector assigned to the second converter or any other converter will reach the point of segmentation later or earlier than the current collector assigned to the first converter. Therefore, all solutions and embodiments described with respect to the first converter can also apply to the second converter or any other converter.

[0051] In particular, the rail vehicle comprises a line switch that can be controlled, for example, by the control device of the first converter or another control device of the rail vehicle, for opening and closing the electrical connection between the output side of the first converter and the AC line. The line switch thus has an open and a closed state. In the open state, the output side of the first converter is disconnected from the output side of the second converter and from the output side of any other converter that is connected or connectable to the AC line.

[0052] When the interruption is detected, the line switch is preferably kept in the closed state to maintain the electrical connection between the output side of the first converter and the AC line. The rail vehicle can be adapted accordingly. This embodiment has at least the following advantages. The AC current generated by the other converter connected to the AC line can be used to transmit electrical energy to the first converter, and the first converter can rectify the AC current to transmit electrical energy to the direct current circuit at its input side. These electrical energies can be used for different purposes, for example, to maintain the voltage of the direct current circuit at a higher level and / or to provide electrical energy for any other device connected to the direct current circuit.

[0053] In some cases, however, the line switch can be opened in the event that the energy supply network does not supply energy to the input side of the first converter via the designated current collector. For example, if a significant alternating current (e.g. a current exceeding a predetermined threshold) is present in the alternating current line leading to the first converter, the line switch is opened.

[0054] In particular, the converter can be an auxiliary converter for supplying electrical energy to auxiliary devices of the rail vehicle via the alternating current line. As mentioned above, the auxiliary devices serve to support the operation of the rail vehicle, but do not belong to the traction system of the rail vehicle, although they can support the operation of the traction system devices.

[0055] The control device of the first converter can use (or be adapted to use) the result of the processing of the phase information to synchronize the repeated switching on and off of the first converter switch with the phase position of the alternating voltage and / or the alternating current at the output side of the first converter. In this way, the operation of different converters connected to the alternating current line at the output side can be optimized.

[0056] For example, as mentioned above, the rail vehicle can comprise at least one alternating current line sensor for sensing the alternating voltage and / or the alternating current at the output side of the first converter, wherein the phase information about the phase position of the alternating voltage and / or the alternating current at the output side of the first converter can be derived from a sensor signal of the at least one alternating current line sensor. The rail vehicle can be adapted accordingly.

[0057] When the energy supply of the input side of the first converter by the energy supply network via the designated current collector is resumed, the generation of alternating current by the first converter can be restarted. However, due to the inductance and capacitance, the alternating current fed into the alternating current line can not be in phase with the alternating current generated by the second converter or other converters connected to the alternating current line immediately. Therefore, the repeated switching on and off of the first converter switch is preferably not controlled taking into account the phase information about the phase position of the alternating voltage and / or the alternating current at the output side of the first converter for a period of time after restarting the conversion of the direct current at the input side of the first converter into the alternating current at the output side of the first converter. In particular, the control device of the first converter can be adapted accordingly.

[0058] There are various ways to disregard the information about the phase position. One way is to not continue processing the sensor signals of the sensors that measure the alternating voltage and / or the alternating current in the alternating current line, since the sensor signals represent an alternating current that is influenced by inductances and capacitances or at least is influenced by inductances and capacitances. Instead, the converter control device can be adjusted accordingly in order to control the converter switches in the course of the phase information process before the restart of the first converter operation, during this time period after the restart of the first converter operation. Another way is to filter the repeatedly and / or continuously received phase information, which can be generated by the sensors that measure the alternating voltage and / or the alternating current in the alternating current line. For example, a filter can be used to "sliding average" filter the received phase information, i.e. to take into account the most recently received phase information and the phase information received in the past over a set length of time at each point in time. BRIEF DESCRIPTION OF DRAWINGS

[0059] Examples and embodiments of the application will be described with reference to the accompanying drawings. In which:

[0060] Figure 1 A rail vehicle is schematically shown driving on an electrified line having an overhead power supply line, including a sectioning point, the rail vehicle approaching the sectioning point;

[0061] Figure 2 Is the arrangement after a short time, when the first current collector of the rail vehicle has reached the sectioning point; Figure 1

[0062] Is the arrangement after a short time, when the first current collector of the rail vehicle has reached the sectioning point; Figure 3 Figure 2 Is the arrangement after a short time, when the first current collector of the rail vehicle has reached the sectioning point;

[0063] Figure 4 Figures 1 to 3 Is an example schematic diagram of the electrical devices and circuits of the rail vehicle shown in Figure 1 the case shown;

[0064] Figure 5 Is an example schematic diagram of the electrical devices and circuits of the rail vehicle shown in Figures 1 to 3 the case shown; Figure 2

[0065] Is an example schematic diagram of the electrical devices and circuits of the rail vehicle shown in Figure 6 the case shown; Figures 1 to 3 Figure 3 Is an example schematic diagram of the electrical devices and circuits of the rail vehicle shown in

[0066] the case shown; Figure 7 Figures 4 to 6 ​​​Details of the circuit and one of the embodiments of the converter;

[0067] Figure 8 a flow chart illustrating the operation of a rail vehicle when passing a section point of an energy supply network section is shown; and

[0068] Figure 9 is a plot of the alternating current produced by the current converter as a function of time during the time period in which the rail vehicle passes a section point of an energy supply network section. DETAILED DESCRIPTION

[0069] Figure 1 A rail vehicle 1 is shown travelling on a track of a railway 5. The rail vehicle 1 comprises two current collectors 3a, 3b which are in electrical contact with overhead line sections 6a, 6b of an energy supply network 6. In the situation shown in Figure 1 (and which will be explained later), both current collectors 3a and 3b are in electrical contact with the first section 6a of the energy supply network 6. Thus, the energy supply network 6 supplies energy to the rail vehicle 1 through both current collectors 3a and 3b. Figure 4

[0070] In the situation shown in Figure 2 (and which will be explained later), the first current collector 3a has passed the section point 7 of the energy supply network and is now in electrical contact with the second overhead line section 6b. The second current collector 3b still maintains electrical contact with the first section 6a of the energy supply network 6. Thus, the energy supply network 6 supplies energy to the rail vehicle 1 through both current collectors 3a and 3b. Figure 5

[0071] In the situation shown in Figure 3 (and which will be explained later), the first current collector 3a has passed the section point 7 of the energy supply network and is now in electrical contact with the second overhead line section 6b. The second current collector 3b still maintains electrical contact with the first section 6a of the energy supply network 6. Thus, the energy supply network 6 supplies energy to the rail vehicle 1 through both current collectors 3a and 3b. Figure 6

[0072] The energy supply network 6 can be a direct current (DC) network or an alternating current (AC) network. Furthermore, the energy supply network can not comprise overhead power lines, but for example a third rail. With reference to Figures 4 to 6 an example of the operation of the rail vehicle 1 shown in Figures 1 to 3 will be described.

[0073] As Figures 4 to 6 ​​​As shown, the rail vehicle 1 can comprise two current converters 11a, 11b. The input side of each current converter 11a, 11b is connected to a DC circuit 14a, 14b and the output side is connected to an AC circuit 15 via an AC circuit breaker 12a, 12b. As shown, the AC circuit 15 can be a three-phase AC circuit. As shown, each DC circuit 14a, 14b can have a capacitance. A power load (not shown) is connected to the AC circuit 15. The AC circuit breakers (in short: circuit breakers) 12a, 12b can be controlled by a control device, which can be a current control device 16a, 16b controlling the operation of the respective one of the current converters 11a, 11b or any other control device (not shown) controlling at least one of the switches and / or devices of the shown arrangement. Figures 4 to 6 As shown, the AC circuit 15 can be a three-phase AC circuit. As shown, each DC circuit 14a, 14b can have a capacitance. A power load (not shown) is connected to the AC circuit 15. The AC circuit breakers (in short: circuit breakers) 12a, 12b can be controlled by a control device, which can be a current control device 16a, 16b controlling the operation of the respective one of the current converters 11a, 11b or any other control device (not shown) controlling at least one of the switches and / or devices of the shown arrangement. Figure 4 The converter control device 16b of the second current converter 11b is shown, but Figure 5 and Figure 6 not.

[0074] The current collectors 3a and 3b are electrically connected to one of the DC circuits 14a and 14b via a main inductance 13a and 13b, respectively. If the energy supply network is an AC network, the main inductances 13a and 13b are replaced by a main transformer for converting the voltage of the energy supply network to a lower voltage and a line converter for rectifying the AC current in the current collectors 3a and 3b to a DC current.

[0075] In particular, the current converters 11a, 11b can be auxiliary system current converters for providing AC electrical energy to auxiliary devices (not shown) via the AC circuit 15. Alternatively, the current converters 11a and 11b can be traction converters for providing traction energy to at least one electric traction motor (not shown).

[0076] The converter control device 16a of the first current converter 11a is connected to a DC circuit sensor 17a and to an AC circuit sensor 18a. The DC circuit sensor 17a is adapted to repeatedly or continuously measure the voltage in the DC circuit 14a. The AC circuit sensor 18a is adapted to measure the AC voltage and / or the AC current in the AC circuit, the AC circuit sensor 18a being located in the AC circuit at a position beyond the circuit breaker 12a as seen from the first current converter 11a. In particular, the AC circuit can be a three-phase AC circuit, as indicated by the three diagonal lines. During operation of the rail vehicle 1, the converter control device 16a repeatedly or continuously receives sensor signals of the DC circuit sensor 17a and the AC circuit sensor 18a. In addition, the converter control device 16a processes the sensor signals and controls the first current converter 11a in dependence on the sensor signals.

[0077] In Figure 1 and Figure 4In the illustrated case, electrical energy is supplied from the energy supply network to current converters 11a and 11b via current collectors 3a and 3b. Current converters 11a and 11b convert the DC current on their input side (the corresponding DC circuits 14a and 14b side) into AC current on their output side (the AC line 15 side). This conversion operation is an inverter operation. Except... Figure 4 In addition to the case shown, line switches 12a and 12b are closed, allowing alternating current to flow through alternating current line 15 to the device connected to alternating current line 15.

[0078] exist Figure 2 and Figure 5 In the illustrated scenario, electrical energy is continuously supplied from the energy supply network to the second current converter 11b via the second current collector 3b, which converts the DC current on its input side into AC current on its output side. When the first current collector 3a reaches the breakpoint 7 and loses electrical contact with the energy supply network, the voltage in the first DC circuit 14a drops, while the first current converter 11a continues to convert the DC current in the first DC circuit 14a into AC current fed into the AC line 15. For example, when the DC circuit sensor 17a senses a predetermined voltage or voltage drop in the first DC circuit 14a, and the corresponding sensor signal reaches the first converter control device 16a, the first converter control device 16a stops the current inversion operation. Then, electrical energy is supplied from the energy supply network to the second current converter 11b only via the second current collector 3b, which generates AC current fed into the AC line 15. Specifically... Figure 7 In the converter configuration shown, the first current converter 11a includes a diode, so that the alternating current in the alternating current line 15 is rectified and the direct current is input to the first direct current circuit 14a. The corresponding energy flow is... Figure 5 The arrows indicate this. Therefore, the capacitor in the first DC circuit 14a remains charged and can maintain a certain voltage level.

[0079] exist Figure 3 and Figure 6 In the illustrated scenario, the first current collector 3a has passed segment 7 and made electrical contact with the second overhead line segment 6b of the energy supply network 6. The first current converter control device 16a senses whether the energy supply to the first DC circuit 14a has returned via a sensor signal from the DC circuit sensor 17a, since the energy supply through the first current collector 3a and the main inductor 13a increases the voltage of the first DC circuit 14a. For example, when a predetermined voltage or voltage increase in the first DC circuit 14a is sensed, the first current converter control device 16a begins to control the switching action of the converter switch of the first current converter 11a.

[0080] After the operation of converting direct current to alternating current stops (e.g.)Figure 2 and Figure 5 as shown in Fig. 2) and before the operation is resumed (as shown in Fig. 3), the phase information about the phase position of the alternating voltage and / or the alternating current on the output side of the first converter is continued to be processed. Thus, the first current converter control device 16a is ready to control the switching operation of the converter switches of the first current converter 11a such that the alternating current generated thereby is in phase with the alternating current in the alternating current line 15 or such that the alternating voltage on the output side thereof is in phase with the alternating voltage in the alternating voltage line 15 before the inverter operation is resumed. Figure 3 and Figure 6 as shown in Fig. 2) and before the operation is resumed (as shown in Fig. 3), the phase information about the phase position of the alternating voltage and / or the alternating current on the output side of the first converter is continued to be processed. Thus, the first current converter control device 16a is ready to control the switching operation of the converter switches of the first current converter 11a such that the alternating current generated thereby is in phase with the alternating current in the alternating current line 15 or such that the alternating voltage on the output side thereof is in phase with the alternating voltage in the alternating voltage line 15 before the inverter operation is resumed.

[0081] The first current converter control device 16a can obtain the phase information for the period of interruption from the sensor signals of the alternating current line sensor 18a. During the period of interruption, the first line switch 12a remains closed. Another way of obtaining the phase information is to infer the periodic change of the alternating current and / or the alternating voltage in the alternating current line 15 over time, which is particularly suitable in the case where the first line switch 12a is opened due to an excessively high alternating current in the alternating current line 15. This means that the sensor signals of the alternating current line sensor 18a can be stored in a data memory of the first current converter control device 16a, and the stored data can be accessed if an inference is required.

[0082] Figure 7 The arrangement shown in Fig. 4 illustrates details of one embodiment. The direct current source 20 on the left side of the figure can represent at least the energy supply network and the designated collector of the first current converter. The direct current circuit 21 is connected to the direct current source 20. The direct current circuit 21 comprises an inductance 23, a switchable resistance 24 and a switch 22 for disconnecting the direct current circuit 21 from the direct current source 20.

[0083] The converter circuit 30 is connected to the direct current circuit 21. The converter circuit 30 comprises a capacitance 29, which can be regarded as part of the direct current circuit, since it stabilizes the voltage of the direct current circuit. Furthermore, the converter circuit 30 comprises a current converter having three parallel connection branches between the opposite poles of the direct current circuit. Each branch comprises two controllable converter switches 25a, 25b; 25c, 25d; 25e, 25f. The operation of the converter switches 25 is controlled by a converter control device (not shown in Fig. 2). Each converter switch 25 has an antiparallel diode 26a, 26b; 26c, 26d; 26e, 26f, so that the current converter can be operated as a passive rectifier. In several operating states of the current converter, the diodes 26 also participate in the process of inverting the direct current from the direct current circuit 21. Figure 7

[0084] ​The output side of the current converter has three AC phase lines. Each phase line is connected to a connection point between two converter switches 25 in one of the branches. The phase lines connect the current converter to the primary side of a transformer 28, which is preferably an electrically insulated transformer. A capacitor circuit 27 is connected to the secondary side of the transformer 28. The AC line switch 12 is adapted to disconnect the converter circuit 30 from... Figure 7 The connection of the AC power line is not shown in the diagram. This AC power line can be... Figures 4 to 6 The AC circuit 15 shown.

[0085] Reference Figure 8 The operation method of the rail vehicle described above will be illustrated with an example: In the first step S1, the designated current collector of the first converter reaches the segmentation point. In the following step S2, the converter control device of the first converter detects that the energy supply through the designated current collector has stopped, for example, by reference... Figure 5 The aforementioned method is used to stop the operation. In the next step S3, the control device stops operating the current converter's switching mechanism. Specifically, all converter switches remain in the open state.

[0086] In the next step S4, the output AC circuit of the first converter is measured (e.g., Figure 5 The phase current in line 15) is measured, and the corresponding sensor results are evaluated to check for large currents, such as those indicating regenerative braking of rail vehicles. Figure 8 As indicated by the three arrows on the right side of the block representing step S4, this process is repeated if the energy flow from the energy supply network to the input side of the first converter is interrupted. If the converter control device detects a large current in step S4, the line switch on the output side of the first converter is opened in step S4a. Depending on the continuous monitoring of the AC current in step S4, the line switch may remain open or close again. When the line is open, energy can flow from the output side to the input side of the first converter, i.e., the AC current on the output side is rectified into DC current on the input side, as shown in step S5.

[0087] Step S6 is performed in parallel with steps S4, S4a, and S5, wherein, during the time period when the energy flow from the specified current collector to the input side of the first converter is interrupted, phase information regarding the phase position of the AC voltage and / or AC current at the output side of the first converter continues to be processed. In the following step S8, for example, referring to... Figure 6 The return of energy flow is detected, and the inverter operation of the first converter is restarted.

[0088] Figure 9 An AC circuit (e.g.) is shown. Figures 4 to 6The current I in the AC line 15) in the case before, during and after the passage of the current I at the specified current collector of the first converter through the segmentation point. The current I is shown as a function of time t. Before the switching (inversion) operation of the first converter, i.e. the generation of the AC current at its output side, is stopped at time tO, the current I is periodic. From time tO onwards, the current immediately drops to zero. At time tl, the switching operation is restarted. In the time period following until time t2, the generated AC current is not periodically stable due to the effects of inductance and capacitance. In the time period from time tl to time t2, the phase information is preferably ignored by the converter control device, since, depending on the position of the information source, e.g. Figures 4 to 6 The sensor position of the AC line sensor 18a in the case of the AC line 15) in the time interval in which the phase information acquired can be distorted.

[0089] List of reference signs

[0090] 1 rail vehicle

[0091] 3a, 3b current collector

[0092] 5 railway

[0093] 6 energy supply network

[0094] 6a, 6b overhead line section of the energy supply network

[0095] 7 segmentation point of the energy supply network with a gap between the sections

[0096] 11a, 11b current converter

[0097] 12a, 12b AC line switch

[0098] 13a, 13b main inductance

[0099] 14a, 14b DC circuit

[0100] 15 AC line

[0101] 16a converter control device

[0102] 17a DC circuit sensor

[0103] 18a AC line sensor

[0104] 20 DC voltage source

[0105] 21 DC circuit

[0106] 22 switch

[0107] 23 inductance

[0108] 24 switchable resistance

[0109] 25a to 25f converter switches

[0110] 26a to 26f diodes

[0111] 27 capacitor circuit

[0112] 28 transformer

[0113] 29 capacitor

[0114] 30 converter circuit

Claims

1. A method of operating a rail vehicle (1), the rail vehicle (1) comprising: - a plurality of current collectors (3), each current collector (3) electrically connecting the rail vehicle (1) with an energy supply network (6); - a plurality of converters, including a first converter (11a) and a second converter (11b), each converter (11) being respectively assigned to a designated one of the plurality of current collectors (3) and converting a direct current at an input side of the converter (11) into an alternating current at an output side of the converter (11) by repeatedly switching on and off a converter switch (25) in dependence on phase information about a phase position of the alternating voltage and / or the phase current at the output side of the converter (11); - an alternating current line (15) electrically connecting the output sides of the converters (11), wherein, when the rail vehicle (1) passes a sectioning point of the energy supply network (6), an interruption of the energy supply from the energy supply network (6) to the input side of the first converter (11a) via the designated current collector (3) of the first converter (11a) occurs, a) detecting the interruption; b) stopping the conversion of the direct current at the input side of the first converter (11a) into the alternating current at the output side of the first converter (11a); c) continuing the processing of the phase information about the phase position of the alternating voltage and / or the alternating current at the output side of the first converter (11a) for a time period of the interruption; d) detecting a return of the energy supply of the energy supply network (6) to the input side of the first converter (11a); and e) using the processing result of the processing of the phase information for a time period of the interruption for restarting the conversion of the direct current at the input side of the first converter (11a) into the alternating current at the output side of the first converter (11a).

2. The method of claim 1, wherein, The rail vehicle (1) comprises a line switch (12a) which is controlled for opening and closing the electrical connection between the output side of the first converter (11a) and the alternating current line (15), the line switch (12a) having an open state and a closed state, the line switch (12a) being kept in the closed state when the interruption is detected, so that the electrical connection between the output side of the first converter (11a) and the alternating current line can be maintained.

3. The method of claim 1 or 2, wherein, The converters (11) are auxiliary converters which supply electrical energy via the alternating current line (15) to auxiliary devices of the rail vehicle (1), the auxiliary devices supporting the operation of the rail vehicle (1).

4. The method of claim 1 or 2, wherein, The processing result is used for synchronizing the repeatedly switching on and off of the converter switch (25) of the first converter (11a) with the phase position of the alternating voltage and / or the alternating current at the output side of the first converter (11a).

5. The method of claim 1 or 2, wherein, The phase information about the phase position of the alternating voltage and / or the alternating current on the output side of the first converter (11a) is acquired from a sensor signal of an alternating current line sensor (18a) for sensing the alternating voltage and / or the alternating current on the output side of the first converter (11a).

6. The method of claim 5, wherein, The phase information about the phase position of the alternating voltage and / or the alternating current on the output side of the first converter (11a) is acquired from a sensor signal of an alternating current line sensor (18a) for sensing the alternating voltage and / or the alternating current on the output side of the first converter (11a).

7. The method of claim 4, wherein, The phase information about the phase position of the alternating voltage and / or the alternating current on the output side of the first converter (11a) is acquired from a sensor signal of an alternating current line sensor (18a) for sensing the alternating voltage and / or the alternating current on the output side of the first converter (11a).

8. The method of claim 7, wherein, The phase information about the phase position of the alternating voltage and / or the alternating current on the output side of the first converter (11a) is acquired from a sensor signal of an alternating current line sensor (18a) for sensing the alternating voltage and / or the alternating current on the output side of the first converter (11a).

9. A rail vehicle (1) comprising: - a plurality of current collectors (3), each current collector (3) being adapted to electrically connect the rail vehicle (1) with an energy supply network; - a plurality of converters, including a first converter (11a) and a second converter (11b), each converter (11) being respectively assigned to a designated one of the plurality of current collectors (3) and being adapted to convert a direct current on an input side of the converter (11) into an alternating current on an output side of the converter (11) by repeatedly switching on and off a converter switch (25) depending on phase information about a phase position of an alternating voltage and / or a phase current on the output side of the converter (11); - an alternating current line (15) adapted to electrically connect the output sides of the converters; - one or more supply presence sensors adapted to generate a sensor signal indicating whether an electrical energy supply from the energy supply network to the input side of the first converter (11a) through the designated current collector (3) of the first converter (11a) is present; - first converter control means adapted to control the operation of the first converter (11a), wherein, when the rail vehicle (1) passes a sectioning point of the energy supply network (6) such that the energy supply from the energy supply network to the input side of the first converter (11a) through the designated current collector (3) of the first converter (11a) is interrupted, the rail vehicle (1) is adapted to: a) detect the interruption depending on the sensor signal of the supply presence sensor; b) stopping the conversion of the direct current at the input side of the first converter (11a) into the alternating current at the output side of the first converter (11a); c) continuing the processing of phase information about the phase position of the alternating voltage and / or the alternating current at the output side of the first converter (11a) during the interrupted time period; d) detecting a return of the energy supply of the input side of the first converter (11a) by the energy supply network from the sensor signal of the supply presence sensor; e) restarting the conversion of the direct current at the input side of the first converter (11a) into the alternating current at the output side of the first converter (11a) using the results of the processing of the phase information continued during the interrupted time period.

10. The rail vehicle of claim 9, wherein, The rail vehicle (1) comprises a line switch (12a) which is controlled for opening and closing the electrical connection between the output side of the first converter (11a) and the alternating current line (15), the line switch (12a) having an open state and a closed state, and When a disruption is detected, the rail vehicle (1) is adapted to keep the line switch (12a) in the closed state so that the electrical connection between the output side of the first converter (11a) and the alternating current line (15) can be maintained.

11. Railway vehicle according to claim 9 or 10, wherein The converter is an auxiliary converter which is adapted to supply electrical energy to an auxiliary device of the rail vehicle (1) via the alternating current line (15), the auxiliary device being adapted to support the operation of the rail vehicle (1).

12. The rail vehicle of claim 9 or 10, wherein, The first converter control device is adapted to synchronize the repeated switching on and off of the converter switch (25) of the first converter (11a) with the phase position of the alternating voltage and / or the alternating current at the output side of the first converter (11a) using the processing results.

13. The rail vehicle of claim 9 or 10, wherein, The rail vehicle (1) comprises an alternating current line sensor (18a) which is adapted to sense the alternating voltage and / or the alternating current at the output side of the first converter (11a), the rail vehicle (1) being adapted to obtain phase information about the phase position of the alternating voltage and / or the alternating current at the output side of the first converter (11a) from the sensor signal of the alternating current line sensor (18a).

14. The rail vehicle of claim 13, wherein, The first converter control device is adapted to ignore the phase information about the phase position of the alternating voltage and / or the alternating current at the output side of the first converter (11a) for controlling the repeated switching on and off of the converter switch (25) of the first converter (11a) for a time period after the restarting of the conversion of the direct current at the input side of the first converter (11a) into the alternating current at the output side of the first converter (11a).

15. The rail vehicle of claim 12, wherein, The rail vehicle (1) comprises an AC line sensor (18a) which is adapted to sense an AC voltage and / or an AC current on the output side of the first converter (11a), and the rail vehicle (1) is adapted to derive phase information about the phase position of the AC voltage and / or the AC current on the output side of the first converter (11a) from a sensor signal of the AC line sensor (18a).

16. The rail vehicle of claim 15, wherein, The first converter control device is adapted to control the repeated switching on and off of the converter switch (25) of the first converter (11a) by disregarding the phase information about the phase position of the AC voltage and / or the AC current on the output side of the first converter (11a) for a time period after the restart of the conversion of the DC current on the input side of the first converter (11a) into the AC current on the output side of the first converter (11a).

Images