ARRANGEMENT FOR DRIVING A LOCOMOTIVE WITH DIFFERENT ENERGY SUPPLY SYSTEMS

Description

[0001] Arrangement for driving a locomotive with different energy supply systems.

[0002] The invention relates to an arrangement for driving a locomotive with different energy supply systems.

[0003] Locomotives with different power supply systems are known, each of which is arranged independently of each other in the locomotive and operated independently of each other.

[0004] For example, a dual-fuel locomotive uses a diesel engine as its primary power supply system, which drives an electric generator coupled to the diesel engine. The resulting electrical power is transferred to the locomotive's electric drive motors, which then drive the locomotive.

[0005] In parallel, the locomotive has a second power supply system, such as an electrical one. The locomotive draws electrical power from a high-voltage overhead line via a pantograph and feeds it to a transformer via a main switch. The transformer converts the high voltage to a lower medium voltage value. The medium voltage is then fed to the locomotive's electric drive motors via a so-called four-quadrant controller and a downstream inverter, which then power the locomotive.

[0006] Such locomotives can be used flexibly because they can run as rail vehicles with pantographs and diesel engines on electrified lines, on non-electrified lines and in their transition areas almost without interruption.

[0007] The disadvantage, however, is that such a rail vehicle has a high overall mass and a large volume, due to the two parallel energy supply systems and their components.

[0008] Due to limitations in the volume of the rail vehicle and its permissible total weight, the number of energy generation systems that can be used is limited. Generally, two, or a maximum of three, energy supply systems are provided per rail vehicle or per rail vehicle trainset.

[0009] It is also known to couple a first locomotive, for example, one with a diesel engine, and a second locomotive, for example, one with a pantograph and three-phase motors, to form a train for staggered use of different power supply systems. Depending on the route section, one of the two locomotives is then used as the hauling vehicle, for example, for wagons, etc.

[0010] Due to the weight, driving resistance, and mass of the unused locomotive, additional power is consumed and maintenance costs are increased. Ultimately, while the train-together solution is easy to implement, it incurs significant operating costs.

[0011] Document DE 102017201408 A1 discloses a railway train comprising a traction unit with an electric traction motor and a generator driven by a diesel engine. A passenger car with a pantograph is coupled to the traction unit. Electrical energy is transferred from the passenger car to the traction unit via a transformer in the passenger car.

[0012] From document EP 1 186 497 A1 a rail vehicle with several energy supply systems is known.

[0013] Document US 2016264152 A1 discloses a locomotive with a generator for generating electrical energy. The locomotive is connected to an auxiliary vehicle equipped with a power receiving device from an external power grid. The auxiliary vehicle also includes a transformer electrically coupled to an electric motor of the locomotive to supply electrical energy to the locomotive in a targeted manner.

[0014] From document DE 100 64 973 A1, an electrical energy supply system of a multiple unit (1) with drive units (2) for a first voltage system is known. At least one separate energy-supplying vehicle (3) electrically coupled to the multiple unit is provided with a unit (4, 7) for Ab handle and intended for converting electrical energy of at least a second voltage system into electrical energy of the first voltage system.

[0015] It is therefore the object of the present invention to provide an improved solution for a locomotive which enables cost-effective use of different energy supplies.

[0016] This object is achieved by the features of claim 1. Advantageous further developments are specified in the dependent claims.

[0017] The invention relates to an arrangement for driving a locomotive with different energy supply systems, wherein the locomotive includes a main energy supply system as the main system and a drive system with traction motors.

[0018] Energy provided by the main system is supplied as motive power to the drive system and used by it to move the locomotive.

[0019] A car includes at least one further energy supply system as a secondary system, wherein the at least one secondary system is used with a time delay to the main system to supply drive power to the drive system.

[0020] Components that can be used by both the main system and the at least one secondary system are executed only once and are used jointly by both the main system and the at least one secondary system.

[0021] Components that can only be used by at least one secondary system are arranged on the trolley.

[0022] The energy provided or converted by the energy supply system is fed to the drive system as drive power and used by the system to drive or move the locomotive.

[0023] A first energy supply system forms a so-called main energy supply system or main system. A further energy supply system, which is to be used (in parallel but with a time delay) to the main energy supply system, forms a so-called first secondary energy supply system or first secondary system.

[0024] Further energy supply systems, which are to be used in parallel but with a time delay to the main energy supply system and the first secondary energy supply system, then form a second, third, etc., secondary energy supply system or secondary system.

[0025] The components of the main system are located entirely on the locomotive. This enables autonomous operation of the locomotive, as all required components (energy supply or energy conversion and propulsion) are integrated into the locomotive.

[0026] Components that can be used by both the main system and the respective subsystems are simply implemented.

[0027] In a preferred further development, these components are arranged on the locomotive itself, as described above.

[0028] In an alternative embodiment, these components are at least partially arranged on the carriage described below.

[0029] Components that can only be used by the respective auxiliary systems are arranged on a trolley.

[0030] The car is preferably coupled directly to the locomotive - both thus form a team.

[0031] Alternatively, the locomotive can also be indirectly connected to the wagon by cable extensions that run through other (commercial) wagons.

[0032] Common energy supply systems with components and their distribution between locomotive and wagon are listed below, provided they are ancillary systems: AC operation: Arrangement on the wagon: Current collector or pantograph Main switch Transformer Four-quadrant controller (Partial) intermediate circuit Arrangement on the locomotive: (Partial) intermediate circuit Inverter or frequency converter for the traction motors Three-phase asynchronous motor(s) as traction motor(s) Cooling for traction motor(s), compressed air brake system Compressor system for compressed air brake system DC operation: Arrangement on the wagon: Current collector or pantograph Main switch or high-speed switch Boost converter (optional, converts the DC voltage into the required intermediate circuit voltage) (Partial) intermediate circuit Arrangement on the locomotive: (Partial) intermediate circuit Inverter orFrequency converter for the traction motors Three-phase asynchronous motor(s) as traction motor(s) Cooling for traction motor(s) Compressed air brake system Compressor system for compressed air brake system Diesel operation: Arrangement on the wagon: Diesel engine for generating electricity Generator for generating the required electrical power or energy Converter for adapting the energy to the intermediate circuit (voltage adaptation) (Partial) intermediate circuit Arrangement on the locomotive: (Partial) intermediate circuit Converter. bzw. Frequency converter for the traction motors Three-phase asynchronous motor(s) as traction motor(s) Cooling for traction motors, compressed air brake system Compressor system for compressed air brake system Energy storage operation: Arrangement on the carriage: Energy storage z.B. Accumulators, hydrogen storage with fuel cell, ultracaps, etc. possibly required energy converters to convert electrical energy (e.g. when using a fuel cell) possibly inverters to adapt the energy storage voltage to a desired intermediate circuit voltage (partial) intermediate circuit arrangement on the locomotive: (partial) intermediate circuit inverter or frequency converter for the traction motors three-phase asynchronous motor as traction motor cooling for traction motors compressed air brake system compressor system for compressed air brake system

[0033] In an exemplary overview, but not restrictive, a configuration is described in more detail below in which a locomotive is to be able to run on both an electrified line with AC high voltage and a non-electrified line.

[0034] In a preferred embodiment, a diesel drive is then selected as the main system and an AC drive as the first secondary system.

[0035] The required components are given priority and are divided between the locomotive on the one hand and the car on the other hand as follows: On the locomotive, components of the main system, d.h. of the diesel engine. These components are partly used by both the main system and the auxiliary system. Specifically, these are: Diesel engine Generator to generate the required electrical power (Partial) intermediate circuit Inverter Three-phase asynchronous motor(s) as traction motor(s) Cooling for traction motors, compressed air brake system Compressor system for compressed air brake system

[0036] All remaining components of the auxiliary system are arranged on the trolley. These components are used only by the auxiliary system. These are: Pantograph Main switch Transformer Four-quadrant controller (partial) intermediate circuit

[0037] The locomotive selects between the main system and the auxiliary system depending on the route section. The required components are connected via a selection circuit to operate the locomotive depending on the route section.

[0038] The locomotive thus contains all the necessary components for self-sufficient, diesel-based operation on a given first route.

[0039] In a preferred further development, any (partial) intermediate circuits are designed to be separable, for example via isolators.

[0040] In a preferred further development, connection points for any (partial) intermediate circuits are arranged at one end or at both ends of the locomotive, so that a connection from outside the locomotive is possible.

[0041] An operational locomotive-car combination is created via appropriately designed electrical connections between the intermediate circuits of the car and the locomotive. The car's power supply system is connected to the locomotive's drive components.

[0042] The car's energy supply is provided either via one or more different, installed energy supply systems.

[0043] In a preferred development, unused free space or volume of the vehicle, the size of which is generally specified by an operator, is used for purposes other than energy supply. This free space can be used, for example, for the transport of goods, mail, or people.

[0044] In addition, the free space can be used for additional services (e.g. dining car, VIP lounge, work area for business travelers) to further increase the economic efficiency of the entire train set, consisting of locomotive and carriage.

[0045] The present invention enables savings in costs, volume and weight through the spatial allocation of the individual components to the locomotive or wagon as well as through the multiple use of components.

[0046] Maintenance and operating costs are reduced or saved compared to the known state of the art.

[0047] The weight of the wagon to be carried is significantly less than the weight of a second locomotive that was previously required, which also saves energy costs and reduces wear and tear on the infrastructure (tracks).

[0048] The invention optimizes costs and intended use through a modular design.

[0049] The present invention is explained in more detail below using an example drawing.

[0050] FIG 1 shows a preferred embodiment of the invention with a main energy supply system (main system) and with a total of four secondary energy supply systems (secondary systems).

[0051] A locomotive LOK carries all the components of a main system HA, which in this case is, for example, a diesel drive.

[0052] The locomotive LOK is driven by traction motors FM, which are also integrated in the locomotive LOK.

[0053] Furthermore, the LOK locomotive carries components required for its autonomous operation as a diesel locomotive. Examples include a ZUGSI train protection system, a STEU control system, and ANTA propulsion equipment.

[0054] A wagon WA coupled to the locomotive LOK carries components of the four auxiliary systems.

[0055] These are: a first subsystem HS1, which is designed as an alternating current energy supply system of a first frequency, a second subsystem HS2, which is designed as a direct current energy supply system, a third subsystem BSZ, whose energy supply is carried out using a fuel cell, and a fourth subsystem BAT, whose energy supply is carried out using a battery.

[0056] The first auxiliary system HS1 draws power from a line network using a pantograph SA1. The pantograph SA1 is, for example, an extendable or retractable pantograph or pantograph mounted on the roof of the WA car.

[0057] The second subsystem, HS2, draws power from a line network using an SA2 pantograph. The SA2 pantograph, which is designed here in quadruple configuration, is a side-mounted, extendable and retractable pantograph.

[0058] The two secondary systems HS1 and HS2 share a transformer or choke TRAFO, which also forms part of the carriage WA.

[0059] For the HS1 and HS2 auxiliary systems, a 4QS actuator is also provided, which is also used jointly and forms another part of the WA car.

[0060] The 4QS ​​converter is designed as a four-quadrant converter for the first subsystem HS1. The 4QS ​​converter is designed as a boost / buck converter for the second subsystem HS2.

[0061] The train energy or power generated by the four auxiliary systems HS1 to HS4 is transferred from the WA car to the LOK locomotive via a DC-link line.

[0062] Another line STEUER transmits the necessary control signals on both sides between the car WA and the locomotive LOK.

[0063] The car WA is detachably or permanently coupled to the locomotive LOK.

[0064] Using the DC-Link cable, the locomotive LOK can be supplied with DC voltage from the WA car.

[0065] The necessary components, such as z. B. The converter, transformer, smoothing devices, etc., are located on the WA car to generate the energy required for propulsion. Alternatively, they are mounted on the LOK locomotive.

[0066] The required energy can also be used to supply the on-board network of the locomotive LOK.

Claims

1. Arrangement for driving a locomotive (LOK) having various energy-provision systems, - with a locomotive (LOK) which includes a main energy-provision system as the main system (HA), and a drive system with traction motors (FM), wherein energy provided by the main system (HA) is fed as drive power to the drive system and used by the latter to move the locomotive (LOK), - with a carriage (WA) which includes at least one further energy-provision system as an ancillary system (HS1), wherein the at least one ancillary system (HS1) is used to feed drive power to the drive system at different times from the main system (HA), - in which components which can be used both by the main system (HA) and by the at least one ancillary system (HS1) are implemented only once, such that these components are jointly used both by the main system (HA) and by the at least one ancillary system (HS1), and - in which components which can be used only by the at least one ancillary system (HS1) are arranged on the carriage (WA), - wherein the required components of the main system (HA) are completely arranged on the locomotive (LOK), such that autonomous operation of the locomotive (LOK) is made possible, - wherein the at least one ancillary system (HS1) is AC-based and the carriage (WA), as components of the at least one ancillary system (HS1), has a current collector, a main switch, a transformer and a four-quadrant actuator (4QS), - wherein the locomotive (LOK), as components of the main system (HA), has a converter or frequency converter for the traction motors (FM), - wherein an intermediate circuit, which is arranged between the four-quadrant actuator (4QS) and the converter, is arranged optionally and at least partially on the carriage (WA) or on the locomotive (LOK).

2. Arrangement according to Claim 1, wherein further energy-provision systems are arranged on the carriage (WA) as ancillary systems (HS2, BSZ, BAT).

3. Arrangement according to either of the preceding claims, - wherein the carriage (WA) is coupled directly to the locomotive (LOK), or - wherein the locomotive (LOK) is connected indirectly to the carriage (WA) by extended cables which lead through further carriages (WA).

4. Arrangement according to one of the preceding claims, wherein the locomotive (LOK), as components of the drive system, has three-phase asynchronous motors as traction motors (FM), a cooling system for the traction motors (FM), a compressed-air braking system and / or a compressor system for the compressed-air braking system.

5. Arrangement according to Claim 2, wherein, in a DC-based ancillary system (HS2), - the carriage (WA) has, as components of the ancillary system (HS2), a current collector, a main switch and optionally a boost converter, - an intermediate circuit, which is arranged between the main switch or the boost converter and the traction motor inverter, is arranged optionally and at least partially on the carriage (WA) or on the locomotive (LOK).

6. Arrangement according to Claim 2, wherein, in an ancillary system based on a diesel mode, - the carriage (WA) has, as components of the ancillary system, a diesel engine, a generator connected to the diesel engine for generating the required electric power or energy, and optionally an inverter for adapting the electric power or energy to an intermediate circuit, - the intermediate circuit, which is arranged between the generator or the optional inverter and the traction motor inverter, is arranged optionally and at least partially on the carriage (WA) or on the locomotive (LOK).

7. Arrangement according to Claim 2, wherein, in an ancillary system based on an energy storage mode, - the carriage (WA), as components of the ancillary system, has an energy store, in particular a storage battery, a hydrogen store with a fuel cell, and / or ultracaps, - the carriage (WA) optionally has an energy converter which converts energy fed to it from the energy store into electrical energy, - the carriage (WA) optionally has an inverter for adapting the stored energy to a desired intermediate circuit voltage, - an intermediate circuit, which is arranged between the energy store and the traction motor inverter, is arranged optionally and at least partially on the carriage (WA) or on the locomotive (LOK) .

8. Arrangement according to one of the preceding claims, - wherein a diesel drive is designed as the main system (HA), - wherein the locomotive (LOK), as components of the main system (HA), has a diesel engine and a generator connected to it for generating the required electrical power.

9. Arrangement according to Claim 2, - wherein a DC-based or AC-based energy-provision system is designed as the main system (HA) and a diesel drive is designed as the ancillary system, - wherein the carriage (WA), as components of the ancillary system, has a diesel engine, a generator and an inverter for generating a DC-link DC voltage, - wherein the locomotive (LOK) , as components of the main system, has a current collector, a transformer or choke connected to it for generating a required electrical power and an inverter with a four-quadrant actuator or boost converter or buck converter, - wherein an intermediate circuit, which is arranged between the inverter and the traction motor inverter, is arranged optionally and at least partially on the carriage or on the locomotive.

10. Arrangement according to one of the preceding claims, in which any (partial) intermediate circuits are designed such that they can be isolated via a disconnector.

11. Arrangement according to one of the preceding claims, wherein connection points for any (partial) intermediate circuits are arranged at one end or at both ends of the locomotive (LOK), so that connection from outside the locomotive (LOK) is made possible.

12. Arrangement according to one of the preceding claims, wherein free volume within the carriage (WA) which is not needed is configured for use for transporting goods, mail or passengers, or as a service area.