RAIL VEHICLE WITH A COOLING AND AIR CONDITIONING SYSTEM

Description

[0001] The invention relates to a rail vehicle with an energy storage device in which electrical energy for supplying a traction device of the rail vehicle can be stored, and a cooling device which serves to cool the energy storage device. The invention further relates to a cooling and air conditioning arrangement for a rail vehicle.

[0002] Rail vehicles powered by an external energy supply, such as overhead lines or a third rail, generally require a fully electrified rail network. To enable these vehicles to operate on lines that are not fully electrified, they are increasingly being equipped with energy storage devices, known as traction batteries. The electrical energy stored in these traction batteries powers the vehicle's drive components and, if necessary, auxiliary systems while traveling on non-electrified sections of track. The traction batteries are recharged, for example, while traveling on an electrified section of track or at dedicated charging stations, which may be located near stations.

[0003] A traction battery typically consists of numerous electrically interconnected battery cells or modules of high-performance, high-energy-density cells. To achieve a long battery lifespan, which is particularly important for rail vehicles with a target service life of up to 30 years, the battery cells must be operated within a defined temperature range. This temperature range depends primarily on the materials used in the battery cells. Therefore, especially at high ambient temperatures, cooling of the battery cells is necessary to maintain their temperature within this defined range. Battery cells also generate heat during charging and discharging processes, which must be dissipated accordingly.

[0004] The battery cells or modules are cooled by a cooling system, for example, by means of heat sinks connected to the housings of the battery cells or cell modules. These heat sinks are arranged, for example, in a coolant circuit, which uses a circulating liquid coolant to dissipate heat from the battery cells or the heat sinks. A chiller based on the principle of a compression chiller can be used to cool the coolant itself, which may be water-based. However, such a chiller, used exclusively for cooling the traction battery, results in high costs and, if integrated into the traction battery container, increases the space required for the container on the rail vehicle.

[0005] To reduce costs and space requirements, document DE 10 2017 223 214 A1 already proposes coupling a refrigerant circuit of an air conditioning unit for cooling a passenger compartment of a rail vehicle with a coolant circuit for cooling the traction battery of the rail vehicle via an additional heat exchanger, thereby advantageously eliminating the need for a separate chiller for the traction battery.

[0006] The documents DE 10 2009 059 240 A1, DE 19 2016 121362 A1 and US 2019 / 047365 A1 are also known.

[0007] In particular, the implementation of EU Regulation No. 517 / 2014 on fluorinated greenhouse gases, also known as the new F-Gas Regulation, requires a change in the refrigerants used in compression refrigeration systems, which are primarily used for the air conditioning of rail vehicles. According to the current state of the art, the refrigerants to be used are flammable, meaning that the air conditioning systems used in rail vehicles pose an increased risk.

[0008] The object of the invention is to provide a rail vehicle that enables the safe operation of a compression refrigeration system for both interior air conditioning and the cooling of a traction battery. This object is achieved by the rail vehicle and the combined cooling and refrigeration arrangement according to the features of the independent claims. Further developments of the invention are specified in the dependent claims.

[0009] The rail vehicle according to the invention comprises at least one energy storage device in which electrical energy for supplying a traction device can be stored, a cooling device which is arranged in a coolant circuit and serves to cool the energy storage device, wherein a liquid coolant is circulating in the coolant circuit, and a refrigeration device with a first refrigerant circuit in which a refrigerant is circulating. Furthermore, the rail vehicle comprises a first heat exchanger which is arranged in the coolant circuit and in the first refrigerant circuit and in which the coolant can be cooled by means of the refrigerant, an air conditioning device with a second heat exchanger, wherein a space usable by at least one person can be air-conditioned by means of a forced airflow through the second heat exchanger, and a control device.Characteristically, the second heat exchanger is located exclusively in the coolant circuit and, in the direction of coolant flow, is connected downstream of the first heat exchanger.

[0010] The invention is based, on the one hand, on the understanding that the comfort temperature range for passenger compartments in rail vehicles lies within the defined temperature range for the operation of the rail vehicle's energy storage system, and thus a common refrigerant circuit can advantageously be used for both air conditioning the compartment and cooling the energy storage system. In view of the necessary implementation of the regulations in the aforementioned EU Regulation No. 517 / 2014 on fluorinated greenhouse gases, the invention also advantageously enables the achievement of operational safety that complies with existing regulations in a comparatively simple manner, despite the use of a flammable refrigerant in the refrigerant circuit of the refrigeration system.

[0011] In addition to supplying power to one or more traction units of the rail vehicle, the energy storage system can also supply auxiliary systems of the rail vehicle with electrical energy, which would otherwise require a separate energy storage system. Since such auxiliary systems also include air conditioning units, which have a comparatively high energy demand, efficient use of the shared coolant circuit can reduce the energy consumption of the rail vehicle's air conditioning units and thus advantageously increase the range of the rail vehicle for a given capacity of the energy storage system.

[0012] The air conditioning system is primarily used in a rail vehicle configured as a multiple-car train for passenger transport to cool a passenger compartment within one of the cars. Alternatively, particularly in a rail vehicle configured as a locomotive, or additionally, the air conditioning system can also cool the driver's cab of the rail vehicle, which is typically cooled separately from the passenger compartment. Advantageously, the air conditioning system can include not only cooling but also, through efficient use of waste heat from the energy storage system, heating of these spaces.

[0013] According to the invention, the second heat exchanger of the air conditioning system, in particular in contrast to the solution of the aforementioned earlier patent application DE 10 2017 223 214 A1, is not arranged in the refrigerant circuit, but in the coolant circuit, which also serves to cool the energy storage unit. The second heat exchanger is designed, for example, as an air / water heat exchanger through which a forced airflow is passed, thereby cooling or heating it depending on its temperature and the temperature of the coolant. The air conditioning airflow thus conditioned is supplied to the passenger compartment and / or driver's cab in a known manner, for example, via air ducts.

[0014] The first heat exchanger, located in both the coolant and refrigerant circuits and thus accessible to both, is designed, for example, as a water / refrigerant heat exchanger. In the refrigerant circuit, it functions as an evaporator, typically designed as an air / refrigerant heat exchanger for cooling an air conditioning airflow. In the first heat exchanger, the refrigerant, previously cooled to a low temperature and in a liquid state, evaporates, thereby cooling the circulating coolant in the refrigerant circuit.

[0015] According to the invention, the second heat exchanger is connected downstream of the first heat exchanger when viewed in the direction of coolant flow. Due to unavoidable losses in the first heat exchanger, the air conditioning system is therefore less efficient than the solution in the earlier patent application DE 10 2017 223 214 A1. However, this reduced efficiency is negligible compared to efficiency losses, for example, when operating the refrigeration system at reduced capacity. Furthermore, the coolant heated in the second heat exchanger by the forced airflow still has a sufficiently low temperature to subsequently cool the energy storage unit, since the upper value of the temperature range for operating the energy storage unit is above the comfort temperature range.

[0016] The control unit of the rail vehicle according to the invention serves to control the flow of the coolant in the coolant circuit, particularly with regard to efficient cooling of the energy storage unit and air conditioning, especially of a space. The control unit also serves to control the air conditioning system and the refrigerant circuit.

[0017] According to a first further development of the rail vehicle according to the invention, the cooling device serving to cool the energy storage unit is connected downstream of and / or in parallel with the second heat exchanger serving for air conditioning, in the direction of flow of the coolant.

[0018] This advanced training is based on the understanding that the defined temperature range for operating the energy storage system allows for higher temperatures than the comfort temperature range for occupied rooms. Therefore, even a refrigerant that has already been heated due to the release of cooling energy in the second heat exchanger can still be used to cool the energy storage system in the cooling unit.

[0019] According to a second further development, the rail vehicle according to the invention has a third heat exchanger which is arranged in the coolant circuit, wherein the third heat exchanger is connected upstream of the first heat exchanger in the flow direction of the coolant and wherein the coolant in the third heat exchanger can be cooled by means of a forced cooling airflow.

[0020] The third heat exchanger is designed specifically as an air-to-water heat exchanger or as an ambient cooler, in which ambient air is forced through the heat exchanger to cool the refrigerant. With the refrigeration system active, this allows the refrigerant to be pre-cooled before it is further cooled in the first heat exchanger by the circulating refrigerant. With the refrigeration system inactive, the third heat exchanger can already achieve sufficient cooling of the refrigerant, for example, at low ambient temperatures and with low cooling requirements for the energy storage system and / or low air conditioning requirements for the rail vehicle compartment.

[0021] According to a third further development based on the aforementioned second further development, the refrigeration device has a fourth heat exchanger which is arranged in the first refrigerant circuit, wherein the refrigerant in the fourth heat exchanger can be cooled by means of a forced cooling airflow and wherein the fourth heat exchanger is connected downstream of the third heat exchanger in the direction of the cooling airflow.

[0022] The fourth heat exchanger, located in the first refrigeration circuit, functions as a condenser in the refrigerant circuit, where the gaseous refrigerant is liquefied by cooling. A condenser is typically designed as an air / refrigerant heat exchanger through which ambient air is forced. The third and fourth heat exchangers utilize a common forced cooling airflow. In the third heat exchanger, this airflow may already be preheated by the refrigerant, but the temperature of the preheated airflow remains sufficiently low to liquefy the gaseous refrigerant. This design allows for a compact and cost-effective construction.

[0023] According to a fourth further development, the rail vehicle also has a controllable first valve, which is arranged in the coolant circuit and by means of which a flow of the coolant through the second heat exchanger can be controlled, and a controllable second valve, which is arranged in the coolant circuit and by means of which a flow of the coolant bypassing the second heat exchanger can be controlled.

[0024] These controllable valves allow the volume of coolant flowing through the second heat exchanger per unit of time to be regulated. The control unit can adjust the valves so that the circulating coolant flows completely, partially, or not at all through the second heat exchanger. This allows for very precise control of the air conditioning in the rail vehicle's passenger compartment.

[0025] The controllable first valve can be located upstream or downstream of the second heat exchanger, viewed in the direction of coolant flow.

[0026] According to a fifth further development, the rail vehicle according to the invention has a controllable third valve, which is arranged in the coolant circuit and is connected downstream of the second heat exchanger in the direction of flow of the coolant, and by means of which a flow of the coolant bypassing the cooling device can be controlled.

[0027] The third valve in the coolant circuit, which can be controlled by the control unit, advantageously allows the coolant circuit to continue to be used partially or completely for air conditioning when there is no or only a limited need for cooling the energy storage device, for example, when it does not have to provide electrical energy for the drive components of the rail vehicle due to an existing external power supply.

[0028] According to the fifth further development, the rail vehicle according to the invention further comprises a controllable fourth valve, which is arranged in the coolant circuit and is connected upstream or downstream of the cooling device in the direction of flow of the coolant, and by means of which a flow of the coolant through the cooling device can be controlled.

[0029] The fourth valve in the coolant circuit, which can be controlled by the control unit, advantageously allows, in particular, the complete interruption of coolant flow through the cooling system. This fourth valve is preferably located downstream of the second heat exchanger and the second controllable valve in the coolant flow direction. The proportion of coolant flowing into the cooling system can be controlled by means of the third and fourth valves, especially when the cooling demand of the energy storage unit is low. Likewise, a further valve can be provided in the cooling circuit, either upstream or downstream of the cooling system, which, together with the fourth valve, serves to achieve complete isolation of the cooling system from the coolant circuit. Such complete isolation may be necessary, for example, during maintenance, repair, or replacement of the energy storage unit.This additional valve can, for example, be designed as a valve that can be operated exclusively manually.

[0030] According to a sixth embodiment based on the second or third embodiment, the rail vehicle according to the invention has a controllable fifth valve, which is arranged in the coolant circuit and is located upstream of the third heat exchanger in the direction of flow of the coolant, and by means of which a flow of the coolant through the third heat exchanger can be controlled, as well as a controllable sixth valve, which is arranged in the coolant circuit and by means of which a flow of the coolant bypassing the third heat exchanger can be controlled.

[0031] These controllable valves allow the volume of refrigerant flowing through the third heat exchanger per unit of time to be regulated. The control unit can adjust the valves so that the circulating refrigerant flows completely, partially, or not at all through the third heat exchanger. This allows for precise control of the degree of pre-cooling or cooling of the refrigerant, particularly independently of the forced cooling airflow required for the operation of the fourth heat exchanger in the refrigerant circuit.

[0032] According to a seventh further development, the air conditioning device of the rail vehicle according to the invention further comprises a fifth heat exchanger, which is connected downstream of the second heat exchanger in the direction of the forced air conditioning airflow and is arranged in a coolant circuit of the traction device.

[0033] The fifth heat exchanger allows for the advantageous use of waste heat from the traction equipment of the rail vehicle, such as a traction converter, transformer, and / or one or more traction motors located in the same car, for air conditioning. Since this traction equipment typically operates at a significantly higher temperature than the defined temperature range of the energy storage system, the coolant in the cooling circuit of this equipment also has a higher temperature than the coolant circuit used to cool the energy storage system. The air conditioning airflow can therefore be preheated in the second heat exchanger and further heated in the downstream fifth heat exchanger.According to the fourth advanced training described above, the volume of coolant flowing through the second heat exchanger per unit of time, and thus the degree of preheating of the air conditioning airflow, can be regulated.

[0034] Furthermore, a seventh valve, controllable by the control unit, is preferably arranged in the coolant circuit of the traction system, by means of which the volume of coolant flowing through the fifth heat exchanger per unit of time can be regulated. In particular, if the air conditioning airflow serves to cool the passenger compartment of the rail vehicle, the seventh valve can prevent the coolant from flowing through the fifth heat exchanger and thus prevent the air conditioning airflow from heating up.

[0035] According to the invention, the refrigeration device further comprises a second refrigerant circuit in which a refrigerant is circulating, and a sixth heat exchanger which is arranged in the coolant circuit and in the second refrigerant circuit, and in which the coolant can be cooled by means of the refrigerant in the second refrigerant circuit.

[0036] In principle, the second refrigerant circuit can be implemented as a redundant refrigerant circuit, which, in the event of a failure of the first refrigerant circuit, ensures cooling of the energy storage unit or air conditioning of the space, thus enabling, for example, the continuation of the rail vehicle's journey. Preferably, however, the refrigerant circuits are designed such that they only achieve maximum cooling of the refrigerant in the first and sixth heat exchangers when operating in parallel. Depending on the required cooling capacity, one of the two refrigerant circuits can be deactivated by the control unit, thereby advantageously reducing the electrical energy required for the operation of the refrigeration system.Similar to the first heat exchanger, the sixth heat exchanger is designed, for example, as a water / refrigerant heat exchanger, which in turn functions as an evaporator in the second refrigerant circuit.

[0037] The refrigeration system may have additional refrigerant circuits designed accordingly.

[0038] According to a seventh embodiment based on the third and the invention, the refrigeration unit of the rail vehicle according to the invention further comprises a seventh heat exchanger, which is arranged in the second refrigerant circuit, wherein the refrigerant in the seventh heat exchanger can be cooled by means of the forced cooling airflow.

[0039] Corresponding to the fourth heat exchanger of the third development, the seventh heat exchanger in the second refrigerant circuit functions as a condenser, in which the refrigerant, in a gaseous state, is liquefied by cooling. This condenser is also designed as an air / refrigerant heat exchanger through which ambient air is forced. According to an eighth development based on the seventh development, the seventh heat exchanger is located downstream of the fourth heat exchanger in the direction of the cooling airflow, and the sixth heat exchanger is located upstream of the first heat exchanger in the direction of refrigerant flow.

[0040] The special cascaded arrangement of the sixth and first heat exchangers in the refrigerant circuit, in conjunction with the cascaded arrangement of the seventh and fourth heat exchangers in the cooling airflow, results in condensation and evaporation of the refrigerants occurring at different temperature levels in both circuits when both are operating. The temperature level in the second refrigerant circuit is higher than in the first. This advantageously reduces exergy losses that arise due to the large temperature difference between the refrigerant and coolant in the sixth and first heat exchangers, thereby increasing the cooling efficiency of the coolant.

[0041] According to a ninth further education, also based on the seventh further education, the seventh heat exchanger is connected in parallel to the fourth heat exchanger in the direction of the cooling air flow, and the sixth heat exchanger is connected in parallel to the first heat exchanger in the direction of the coolant flow.

[0042] In such a parallel arrangement, the coolant circuit is split upstream of the heat exchangers (in the direction of coolant flow) and rejoined downstream, so that the coolant flows equally through the first and sixth heat exchangers. An additional controllable eighth valve can be installed upstream or downstream of the sixth heat exchanger to prevent coolant flow into it, for example, if the second refrigerant circuit is deactivated by the control unit.

[0043] A cooling and air conditioning arrangement according to the invention for a rail vehicle, which has an energy storage device in which electrical energy can be stored to supply a traction device and which can be cooled by means of a cooling device, has at least one coolant circuit in which a liquid coolant can be circulated and the cooling device is arranged, a first refrigerant circuit in which a refrigerant can be circulated, and a first heat exchanger arranged in the coolant circuit and in the first refrigerant circuit, wherein the coolant can be cooled by means of the refrigerant in the first heat exchanger.Characteristically, the cooling and refrigeration arrangement has a second heat exchanger, which is located exclusively in the coolant circuit, wherein the second heat exchanger is downstream of the first heat exchanger in the direction of coolant flow, and wherein a space of the rail vehicle usable by at least one person can be air-conditioned by means of a forced air conditioning airflow passed through the second heat exchanger.

[0044] According to the invention, the cooling and air conditioning arrangement further comprises a second refrigerant circuit in which a refrigerant is circulating, wherein a sixth heat exchanger is arranged in the coolant circuit and in the second refrigerant circuit, and wherein the coolant can be cooled by means of the refrigerant in the sixth heat exchanger. Further refrigerant circuits configured accordingly are also conceivable.

[0045] The invention will now be explained in more detail using exemplary embodiments. These will show: FIG 1 a railway vehicle, FIG 2 a first cooling and air conditioning arrangement, FIG 3 a second cooling and air conditioning arrangement based on the first cooling and air conditioning arrangement, FIG 4 a third cooling and air conditioning arrangement based on the second cooling and air conditioning arrangement, FIG 5 a fourth cooling and air conditioning arrangement based on the third cooling and air conditioning arrangement, and FIG 6 a fifth cooling and air conditioning arrangement based on the third cooling and air conditioning arrangement and an alternative to the fourth.

[0046] FIG 1 Figure 1 shows a schematic side view of a rail vehicle, which is configured, for example, as a multiple-car train (TZ) for passenger transport, where only the first car (EW) and the second car (MW) coupled to it are shown. Depending on the desired number of passengers, the multiple-car train has two end cars and several intermediate cars, or alternatively, it can consist of only two end cars. Furthermore, the rail vehicle can have only a single car or be configured as a locomotive. The diagram in the FIG 1 The depicted end car EW and intermediate car MW each have a car body WK, which is supported on rails (not shown) by two bogies DG, either powered or unpowered. Alternatively, the rear right end of the end car EW and the front left end of the intermediate car MW can also be supported on a common bogie, in particular a so-called Jacobs bogie. The end car EW is divided into several compartments along its longitudinal axis L (horizontal axis). These compartments include a driver's cab FS at the front and a passenger compartment FR adjacent to the driver's cab FS, which provides seating for passengers. In contrast to the end car EW, the intermediate car MW has only a passenger compartment FR.The passenger compartments FR of cars EW and MW can be entered and exited by passengers via doors (not shown) located in the side walls of the respective car body WK. Passengers can also access the passenger compartment of an adjacent car via a gangway. Such a gangway is typically protected from environmental influences by a corrugated or bellows-like structure.

[0047] Several containers for electrical equipment are arranged on the roof and under the floor / underfloor area of ​​the car body WK of the end car EW, as part of the electrical equipment of the multiple unit TZ. These serve, for example, for the propulsion or traction of the multiple unit TZ, in particular for the supply of power to the train. FIG 1 The traction motors are not specifically shown. In the underfloor area of ​​the end car EW, a transformer is arranged in a first container TRC as an example. Its primary winding can be connected via a pantograph PAN, arranged as an example on the roof of the intermediate car MW, to an overhead line carrying high-voltage alternating current (not shown). If the rail vehicle is supplied with electrical energy only via an overhead line carrying direct current or, for example, a third rail, a transformer is usually not required. On the roof of the end car EW, a traction converter connected to the transformer is arranged in a further container SRC as an example. This converter supplies the traction motors with electrical energy.The traction motors are arranged, for example, in the bogies DG of the end car EW, which are designed as driving bogies, and further traction motors may be arranged in other bogies of the trainset TZ, particularly depending on the required maximum drive power.

[0048] In a further container, TBC, on the roof of the end car EW, an energy storage device in the form of a traction battery TB is arranged, which is connected, for example, via a DC-DC converter to a DC link of the traction converter. A corresponding container, TBC, is also arranged, for example, on the roof of the intermediate car MW. Distributing the traction battery across several cars of the rail vehicle can, on the one hand, advantageously increase the overall storage capacity of the traction battery and thus the possible range of the multiple unit TZ under battery operation, and on the other hand, achieve a more favorable distribution of the loads across the cars or bogies of the rail vehicle, for example, to avoid exceeding a specified maximum wheel load.

[0049] As an example, further containers KKC are arranged in the center of the roofs of the cars EW and MW, in which a respective cooling and air conditioning arrangement KKA, described in more detail in the following figures, is arranged, which serves in particular to air-condition the respective passenger compartment FR of the end car EW and intermediate car MW or to air-condition the driver's cab FS of the end car EW.

[0050] In addition to the aforementioned components of the TZ train's electrical equipment, further components, in particular a control unit (STE) for the cooling and air conditioning system (KKA), other auxiliary systems, and their power supply equipment, can be arranged in the same manner in containers in the roof or underfloor area of ​​the carriages, or even within the carriage interior. The illustrated arrangement of the components is purely exemplary. For instance, the transformer container (TRC) can also be located on the roof of a carriage, while the traction battery containers (TBC) are each located in the underfloor area. The same applies to other components of the train's electrical equipment. FIG 2 schematically shows the according to FIG 1 On the roof of the end car EW, containers KKC and TBC are arranged side by side as an example, each containing a cooling and air conditioning unit KKA or an energy storage unit ESA. The containers are delimited by a dashed-dotted line.

[0051] In the right container TBC of FIG 2 An energy storage arrangement (ESA) is arranged. This includes at least one traction battery (TB) as an example of an energy storage device, which consists, for example, of several modules, each with a plurality of electrically interconnected battery cells. For operation within a defined temperature range, the traction battery (TB) is connected to a cooling device (KUE). The cooling device (KUE) is implemented, for example, as a heat sink made of a metal, such as aluminum, connected to the individual battery cells or the module housings, through which a liquid coolant circulates. In the schematic representation of the FIG 2 While the cooling device KUE is only arranged laterally to the traction battery TB, in practice the cooling device KUE should preferably cover at least almost completely the base area or surfaces, end faces or side faces occupied by the traction battery TB or its battery cells or modules in order to ensure uniform cooling of the battery cells.

[0052] Depending on, for example, the current temperature of the battery cells or modules, which can be determined by means of temperature sensors arranged in the traction battery TB and / or in the coolant circuit KUM, the system in the FIG 2 The control unit STE, shown schematically in the figures, controls the supply of coolant to the cooling unit KUE and, if applicable, the temperature of the supplied coolant. The components of the cooling and air conditioning arrangement KKA controlled by the control unit STE are connected to it via control lines, shown as dashed lines. In the figures, the control unit STE is shown as being located outside the container KKC for the cooling and air conditioning arrangement KKA. However, it can also be arranged together with the components inside the container KKC. Likewise, the control unit STE can consist of several control units, which, for example, separately but in a coordinated manner control the components of the refrigeration unit KAE and the controllable components in the coolant circuit KUM and the air conditioning unit KLE.

[0053] The cooling and air conditioning arrangement KKA, located in the container KKC, comprises in particular a refrigeration unit KAE. The design and function of this refrigeration unit KAE are fundamentally similar to those of a compression refrigeration machine, such as those already used in the prior art, particularly for air conditioning passenger compartments in multiple units. The refrigeration unit KAE has a first refrigerant circuit KAM1, in which essentially the four components described below are arranged. In the refrigerant circuit of a known compression refrigeration machine, the circulating refrigerant is compressed into a gaseous state, condenses as a result of heat release, and then evaporates again by pressure reduction and heat absorption.

[0054] On the in FIG 2 The depicted components of the first refrigerant circuit KAM1 indicate that refrigerant vapor is drawn in by a first compressor KP1 and its pressure and temperature are increased through compression. The refrigerant circulation in the first refrigerant circuit KAM1 can be controlled by the control unit STE activating or deactivating the first compressor KP1. In a fourth heat exchanger WT4, a condenser, located downstream of the first compressor KP1 in the refrigerant flow direction, the refrigerant vapor is liquefied by cooling. The fourth heat exchanger WT4 is designed as an air / refrigerant heat exchanger in which, for example, a forced cooling airflow generated by a blower or one or more fans cools the refrigerant vapor and thus reliquefies it. The blower or...The fan(s) are controlled by the control unit STE, specifically according to a desired volume flow rate or cooling effect. A pressure reducer (not shown) located downstream of the fourth heat exchanger WT4 in the refrigerant flow direction, for example as an expansion valve, reduces the pressure and thus the temperature of the liquid refrigerant. The cooled liquid refrigerant then flows into a first heat exchanger WT1, for example as an evaporator, where it evaporates and thereby releases cooling energy. The components described are connected to each other in the first refrigerant circuit KAM1 by means of suitable lines, pipes, or hoses for the transport of the refrigerant, which is in liquid or gaseous state.

[0055] An evaporator, as used in a state-of-the-art compression refrigeration unit for air conditioning a passenger compartment, is designed as an air / refrigerant heat exchanger. In this system, warm air from the passenger compartment, and optionally additional fresh air drawn in from the vehicle's surroundings, is forced through the evaporator by a blower or one or more fans. Inside the evaporator, the liquid refrigerant evaporates, thus cooling the air flowing through it. This cooled air is then supplied to the passenger compartment as the air conditioning airflow.

[0056] The first heat exchanger WT1 in the first refrigerant circuit KAM1 differs from a known evaporator in that it is designed not as an air / refrigerant heat exchanger, but as a water / refrigerant heat exchanger. This is, for example, a plate heat exchanger. The first heat exchanger WT1 is located not only in the first refrigerant circuit KAM1, but also in a coolant circuit KUM, in which a liquid coolant circulates. In the first heat exchanger WT1, the refrigerant, which is in a liquid state, evaporates due to the flowing coolant, thereby cooling it. The cooling and air conditioning arrangement KKA also includes a coolant circuit KUM, with the cooling device KUE arranged in the coolant circuit KUM, as described in the FIG 2 The coolant, cooled in the first heat exchanger WT1, can be supplied to the cooling unit KUE in the container TBC of the energy storage arrangement ESA and, as described above, serves to cool the battery cells or modules of the traction battery TB.

[0057] The coolant is circulated, for example, by means of a suitably designed coolant pump KMP located in the coolant circuit KUM. This pump is controlled by the control unit STE, which allows its delivery rate to be adjusted. The control unit STE can also simply switch the coolant pump KMP on or off. If necessary, the coolant circuit KUM additionally includes an expansion tank (not shown) which ensures that the coolant circuit is permanently and completely filled with liquid coolant within a permissible pressure range. Similar to the first refrigerant circuit KAM1, the components in the coolant circuit KUM are also connected to each other by means of suitable lines, pipes, or hoses.

[0058] The further function of the evaporator in a state-of-the-art compression refrigeration machine, namely air conditioning a passenger compartment FR and / or a driver's cab FS of the trainset TZ by means of a forced airflow through the evaporator, is performed by a second heat exchanger WT2. This is designed as an air-to-water heat exchanger, arranged in the refrigerant circuit KUM, and connected downstream of the first heat exchanger WT1 in the direction of refrigerant flow. Fresh air and / or recirculated air from the passenger compartment are drawn in from the environment and / or cooled by the circulating refrigerant, for example, by means of one or more fans controlled by the control unit STE.The cooled air is supplied to the passenger compartment as an air conditioning airflow, for example via fresh air ducts and air outlets located in the interior ceiling area of ​​the vehicle at suitable points on the interior ceiling.

[0059] In the exemplary coolant circuit KUM of the FIG 2 In addition to the coolant pump KMP described above for circulating the coolant, the first heat exchanger WT1 for cooling the coolant using the refrigerant, the second heat exchanger WT2 for cooling an air conditioning airflow, and the cooling unit KUE for cooling the traction battery TB, a number of valves V1 to V4, controllable by the control unit STE, are provided. These enable, in particular, flexible and situation-dependent control of the cooling of the traction battery TB as well as the passenger compartment by the control unit STE.

[0060] A controllable first valve V1 is located between the first heat exchanger WT1 and the second heat exchanger WT2, or upstream of the second heat exchanger WT2 in the direction of coolant flow. The control unit STE uses the first valve V1 to regulate the coolant flow rate through the second heat exchanger WT2, thereby influencing the cooling effect of the coolant on the air conditioning airflow. A controllable second valve V2 is located in a branch of the coolant circuit KUM that runs parallel to the second heat exchanger WT2 and the first valve V1. Depending on the flow rate through the first valve V1, the remaining coolant flow rate is routed through the parallel branch, i.e., the second valve V2, thus bypassing the second heat exchanger WT2.The first valve V1 and the second valve V2 can also be controlled by the control unit STE in such a way that the coolant flows exclusively through the second heat exchanger WT2 or exclusively through the parallel branch. With the first valve V1 fully open and the second valve V2 closed, maximum cooling capacity for air conditioning the passenger compartment can thus be achieved.

[0061] A controllable third valve V3 is located downstream of the second heat exchanger WT2 and its parallel branch, in the direction of coolant flow. This third valve V3 is arranged in parallel with a controllable fourth valve V4, which is located upstream of the cooling unit KUE, in the direction of coolant flow. The control unit STE regulates the coolant flow rate through the cooling unit KUE via the fourth valve V4, depending on the cooling requirements of the traction battery TB, while the remaining coolant is discharged via the third valve V3 or returned to the coolant pump KMP. The control unit STE can also control the fourth valve V4 and the third valve V3 such that the coolant flows exclusively through the cooling unit KUE or exclusively through the parallel branch of the third valve V3.By fully opening the fourth valve V4 and closing the third valve V3, maximum cooling of the traction battery TB can be achieved.

[0062] In the exemplary embodiment of the FIG 2 The fourth valve, V4, is located upstream of the cooling unit KUE in the direction of coolant flow. Alternatively, it can also be located downstream of the cooling unit KUE. Furthermore, a valve can be provided both upstream and downstream of the cooling unit KUE, by means of which the cooling unit KUE can be completely isolated from the coolant circuit KUM. If, for example, the traction battery TB, including the cooling unit KUE, needs to be removed from the rail vehicle TZ for maintenance or replacement purposes, it is advantageous that a complete draining of the coolant circuit KUM is not required when the cooling unit KUE is separated from the coolant circuit KUM.

[0063] FIG 3 shows, based on the above-explained FIG 2 A further embodiment of a cooling and air conditioning arrangement (KKA) is described. In this embodiment, a third heat exchanger (WT3) is additionally arranged in the coolant circuit (KUM), which is connected upstream of the first heat exchanger (WT1) in the direction of coolant flow. The third heat exchanger (WT3) is, for example, designed as an air-to-water heat exchanger in which the circulating coolant can be cooled by means of a forced cooling airflow. For this purpose, the third heat exchanger (WT3) is arranged such that it is permeable to the forced cooling airflow of the fourth heat exchanger (WT4) of the refrigeration unit (KAE). Furthermore, the third heat exchanger (WT3) is connected upstream of the fourth heat exchanger (WT4) in the direction of the cooling airflow. This arrangement, however, does not impair the function of the fourth heat exchanger (WT4), since the refrigerant in it has a significantly higher temperature than the coolant in the third heat exchanger (WT3).A reversed arrangement of the two heat exchangers with respect to the cooling airflow would, however, lead to a significant impairment of the cooling capacity of the third heat exchanger, WT3. The two heat exchangers are generally implemented as separate components; alternatively, they can also be implemented as a single component, and in particular within a common housing.

[0064] When the refrigeration unit KAE is operating, the third heat exchanger WT3 pre-cools the refrigerant before it is further cooled by the refrigerant in the downstream first heat exchanger WT1 of the first refrigerant circuit KAM1. However, the refrigerant can also be cooled using the third heat exchanger WT3 when the refrigeration unit KAE is deactivated; this only requires ensuring a forced cooling airflow. Particularly at ambient temperatures below the comfort temperature range, where no or only a limited cooling airflow needs to be supplied to the passenger compartment, a refrigerant cooled solely in the third heat exchanger WT3 may be sufficient to cool the traction battery TB.

[0065] Furthermore, the coolant circuit KUM contains the following: FIG 3 A fifth valve (V5) and a sixth controllable valve (V6) are arranged. The fifth valve (V5) is located upstream of the third heat exchanger (WT3) in the coolant flow direction, while the sixth valve (V6) is located in a branch of the coolant circuit (KUM) that runs parallel to the third heat exchanger (WT3) and the fifth valve (V5). Using these two valves (V5 and V6), the control unit (STE) can regulate the coolant flow rate through the third heat exchanger (WT3) in order to influence the cooling effect of the third heat exchanger (WT3) on the coolant. Depending on the flow rate through the fifth valve (V5), the remaining coolant flow rate is routed via the parallel branch, i.e., the sixth valve (V6), thus bypassing the third heat exchanger (WT3).The fifth valve V5 and the sixth valve V6 can also be controlled by the control unit STE such that the coolant flows exclusively via the third heat exchanger WT3 or exclusively via the parallel branch. With the fifth valve V5 fully open and the sixth valve V6 closed, maximum cooling capacity can be achieved for cooling the coolant via the third heat exchanger WT3, while the coolant circuit KUM, with the fifth valve V5 fully closed and the sixth valve V6 open, follows the configuration described above. FIG 2 corresponds.

[0066] FIG 4 shows, based on the above-explained FIG 3 A further embodiment of a cooling and air conditioning arrangement (CA). The additional components described below can, however, be used in the same way in the cooling and air conditioning unit (CA). FIG 2 be realized.

[0067] The air conditioning unit KLE of the cooling and air conditioning arrangement KKA is in the example of the FIG 4 The system is supplemented by a fifth heat exchanger, WT5. ​​This is designed as an air-to-water heat exchanger and is positioned so that it is permeable to the forced airflow from the second heat exchanger, WT2, of the air conditioning unit KLE. The fifth heat exchanger, WT5, is located downstream of the second heat exchanger, WT2, in the direction of the airflow. While the two heat exchangers are generally implemented as separate components, they can also be integrated as a single component, particularly within a shared housing.

[0068] The fifth heat exchanger WT5 is located in a coolant circuit KMT of a traction unit TE of the multiple unit TZ. As referenced in FIG 1 in FIG 4 As specified, this coolant circuit KMT originates from a container SRC, where it serves to cool a traction converter, for example, a traction unit TE. Alternatively, the coolant circuit KMT could also originate from the container TRC, where it serves to cool a transformer or traction motors.

[0069] Such traction systems are typically operated at a significantly higher temperature compared to the comfort temperature range of the passenger compartment, so their coolant circuit KMT also has a higher temperature than the coolant circuit KUM. The fifth heat exchanger WT5 therefore does not serve for cooling, but at least assists in heating the air conditioning airflow supplied to the passenger compartment. Since the temperature of the coolant circuit KMT is also typically higher than the defined temperature range of the traction battery TB, the fifth heat exchanger WT5 is preferably connected downstream of the second heat exchanger WT, in the direction of the air conditioning airflow, as shown.In particular, if the temperature of the coolant flowing through the second heat exchanger WT2 is higher than the temperature of the supplied forced air conditioning flow, preheating can occur in the second heat exchanger WT2, and further heating of the air conditioning flow can take place in the downstream fifth heat exchanger WT5. ​​Independently of this, the air conditioning unit KLE may include other known means for heating the air conditioning flow. Since such means are usually electrically operated or powered, their energy consumption can be advantageously reduced through efficient use of waste heat.

[0070] As above FIG 2 As previously described, the control unit STE can regulate the coolant flow rate through the second heat exchanger WT2, and thus the degree of preheating, by means of the first valve V1 and the second valve V2. Additionally, a controllable seventh valve V7 can be arranged in the coolant circuit KMT of the traction unit TE, by means of which the coolant flow rate through the fifth heat exchanger WT5 can also be regulated by the control unit STE. Particularly when cooling the air conditioning airflow, the control unit STE closes the seventh valve V7 completely, so that no coolant flows through the fifth heat exchanger WT5 and thus prevents undesirable heating of the air conditioning airflow.

[0071] FIG 5 shows, based on the above-explained design of the FIG 4 An embodiment of the cooling and air conditioning arrangement KKA according to the invention. The further components described below can, however, be integrated in the same way into the cooling and air conditioning unit KKA. FIG 2 or FIG 3 be realized.

[0072] In the example of the FIG 5 The refrigeration unit KAE of the cooling and air conditioning arrangement KKA has, in addition to the first refrigerant circuit KAM1, a second refrigerant circuit KAM2. The second refrigerant circuit KAM2, or rather the components arranged in it, are largely identical to the one described above. FIG 2 The first refrigerant circuit KAM1, as described, and the components arranged within it, are described. A second refrigerant circuit KAM2 can serve purely as redundancy to ensure continued cooling of the traction battery and air conditioning of the passenger compartment, and thus the operation of the trainset TZ, in the event of a failure of the first refrigerant circuit KAM1. In this case, the refrigerant circuits would be designed such that each could provide maximum cooling capacity for cooling the coolant in the refrigerant circuit KUM. According to the exemplary embodiment of the FIG 5 However, the components of the first KAM1 and second refrigerant circuits KAM2 are designed and arranged in such a way that maximum cooling capacity is only provided when both refrigerant circuits KAM1 and KAM2 are operating in parallel, or that each of the two refrigerant circuits KAM1 and KAM2 only provides a portion of the maximum cooling capacity of the refrigeration unit KAE. This is advantageous because, for example, when the cooling capacity requirement for the traction battery TB and / or the passenger compartment air conditioning is limited, one of the refrigerant circuits KAM1 or KAM2 can be deactivated while the other operates in an energy-efficient range. If both refrigerant circuits were designed for maximum cooling capacity, the active refrigerant circuit would have to operate in a partial load range, which is known to be energy-inefficient, especially for compression refrigerant systems.The use of additional refrigerant circuits is possible in the same way, particularly to increase the maximum cooling capacity.

[0073] A sixth heat exchanger WT6, which is arranged in both the second refrigerant circuit KAM2 and the coolant circuit KUM, is designed as a water / refrigerant heat exchanger, similar to the first heat exchanger WT1 in the first refrigerant circuit KAM1. In the second refrigerant circuit KAM2, it thus functions as an evaporator. According to the exemplary embodiment of the FIG 5 In the coolant circuit KUM, the first heat exchanger WT1 is located upstream of the coolant flow direction. This means that the circulating coolant first flows through the sixth heat exchanger WT6 and then through the first heat exchanger WT1, where it is cooled depending on the operation of the refrigerant circuits KAM1 and KAM2.

[0074] Furthermore, a seventh heat exchanger, WT7, is arranged in the second refrigerant circuit, KAM2, and, like the fourth heat exchanger, WT4, in the first refrigerant circuit, KAM1, is designed as an air-to-refrigerant heat exchanger. In the second refrigerant circuit, KAM2, this heat exchanger thus functions as a condenser. The seventh heat exchanger, WT7, is positioned so that it is open to the forced cooling airflow, and is located downstream of the fourth heat exchanger, WT4, in the direction of the forced cooling airflow. This means that the forced cooling airflow first passes through the third heat exchanger, WT3 (if one is present in the refrigerant circuit), then through the fourth heat exchanger, WT4, and finally through the seventh heat exchanger, WT7, where it is further heated in each heat exchanger.In principle, the seventh heat exchanger WT7 and the fourth heat exchanger WT4 are implemented as separate components; however, they can alternatively be implemented as a single component, and in particular within a common housing. As described above, the third heat exchanger WT3 can also be implemented within this common housing.

[0075] The described arrangement of the sixth heat exchanger WT6 relative to the first heat exchanger WT1 in the refrigerant circuit KUM, and of the seventh heat exchanger WT7 relative to the fourth heat exchanger WT4 in the cooling airflow, results in condensation and evaporation of the refrigerant occurring at different temperature levels when both refrigerant circuits KAM1 and KAM2 are operated in parallel. The temperature of the refrigerant in the second refrigerant circuit KAM2 is higher than the temperature of the refrigerant in the first refrigerant circuit KAM1. Accordingly, the circulating refrigerant is pre-cooled in the sixth heat exchanger WT6 using the refrigerant with the higher temperature and further cooled in the downstream first heat exchanger WT1 using the refrigerant with the lower temperature.This reduces exergy losses that arise due to a high temperature difference between refrigerant and coolant in a heat exchanger, thus advantageously increasing the efficiency of the coolant cooling.

[0076] Additional refrigerant circuits, corresponding to the first and second refrigerant circuits, can be provided in the KAE refrigeration unit. These enable an increase in cooling capacity as well as, alternatively or additionally, a reduction in exergy losses.

[0077] FIG 6 shows one of the above described FIG 5 Alternative embodiment of the refrigeration unit KAE of a cooling and air conditioning arrangement KKA designed according to the invention. This embodiment is also based on the design of the FIG 4 , however, it can also be used in the cooling and air conditioning unit KKA of the FIG 2 or 3 have been realized.

[0078] The second refrigerant circuit KAM2 in the FIG 6 differs from the second refrigerant circuit KAM2 described above. FIG 5 by the respective arrangement of the sixth WT6 and seventh heat exchangers WT7 relative to the first WT1 and fourth heat exchangers WT4 of the first refrigerant circuit KAM1, respectively. The sixth heat exchanger WT6 is arranged parallel to the first heat exchanger WT1 in the refrigerant circuit KUM, and the seventh heat exchanger WT7 is arranged parallel to the fourth heat exchanger WT4 in the cooling airflow.

[0079] Due to the parallel arrangement of heat exchangers WT6 and WT1, and WT7 and WT4, the two refrigerant circuits KAM1 and KAM2 maintain the same refrigerant temperature level during parallel operation. The coolant circuit KUM is split, in the direction of coolant flow, before the first heat exchanger WT1 and the sixth heat exchanger WT6, but after the third heat exchanger WT3 and the sixth controllable valve V6, provided these are located within the coolant circuit KUM. Accordingly, circulating coolant flows in equal proportions through both the first heat exchanger WT1 and the sixth heat exchanger WT6, where it is cooled by the refrigerant in the first KAM1 and second KAM2 circuits, respectively.

[0080] In the example of the FIG 6 An additional controllable eighth valve, V8, is installed upstream of the sixth heat exchanger, WT6, in the direction of coolant flow. Alternatively, such a valve, controllable by the control unit STE, can be installed downstream of the sixth heat exchanger, WT6. Using this eighth valve, V8, the control unit STE can regulate the coolant flow rate through the sixth heat exchanger, WT6. Completely closing the eighth valve, V8, can also completely stop the coolant flow. The latter is particularly useful if the second refrigerant circuit, KAM2, fails. Similarly, a controllable valve can also be installed upstream or downstream of the first heat exchanger, WT1, which is arranged in parallel in the coolant circuit KUM, to regulate the coolant flow through the first heat exchanger, WT1, accordingly via the control unit STE.

[0081] As above FIG 5 and6 As explained, the use of a refrigeration unit (KAE) with two or more refrigerant circuits advantageously enables both more efficient and more finely adjustable cooling of the circulating refrigerant. Depending on the operation of the respective refrigerant circuit and the position of the controllable valves V5, V6, and V8, the circulating refrigerant can be cooled in the third heat exchanger (WT3) by means of the forced cooling airflow and / or in the first heat exchanger (WT1) by means of the refrigerant in the first refrigerant circuit (KAM1) and / or in the sixth heat exchanger (WT6) by means of the refrigerant in the second refrigerant circuit (KAM2).

[0082] Depending on the cooling requirements of the traction battery and the airflow for passenger compartment climate control supplied by the control unit STE, optimal operation of the various components of the cooling and air conditioning system (CAS) can be achieved, particularly with regard to energy consumption. Energy-efficient cooling and air conditioning is of particular importance for rail vehicles whose main or sole energy source is a traction battery, as inefficient operation of auxiliary systems, including cooling and air conditioning units, reduces the range achievable with the electrical energy stored in the traction battery or necessitates an increase in the traction battery's capacity.

Claims

1. Rail vehicle (TZ), at least having: - an energy store (TB) in which electrical energy can be stored in order to supply a traction facility (TE), - a cooling facility (KUE), which is arranged in a coolant circuit (KUM) and is used to cool the energy store (TB), wherein a liquid coolant can be circulated in the coolant circuit (KUM), - a refrigeration facility (KAE) with a first refrigerant circuit (KAM1) in which a refrigerant can be circulated, - a first heat exchanger (WT1), which is arranged in the coolant circuit (KUM) and in the first refrigerant circuit (KAM1) and in which the coolant can be cooled by means of the refrigerant, - an air-conditioning facility (KLE) with a second heat exchanger (WT2), wherein a space (FS, FR) which can be used by at least one person can be air-conditioned by means of a forced flow of air-conditioning air guided through the second heat exchanger (WT2), and - a control facility (STE), wherein the second heat exchanger (WT2) is arranged exclusively in the coolant circuit (KUM) and, in the flow direction of the coolant, is arranged downstream of the first heat exchanger (WT1), characterised in that the refrigeration facility (KAE) further has: - a second refrigerant circuit (KAM2), in which a refrigerant can be circulated, and - a sixth heat exchanger (WT6), which is arranged in the coolant circuit (KUM) and in the second refrigerant circuit (KAM2) and in which the coolant can be cooled by means of the refrigerant in the second refrigerant circuit (KAM2).

2. Rail vehicle according to claim 1, characterised in that the cooling facility (KUE), in the flow direction of the coolant, is arranged downstream of the second heat exchanger (WT2) and / or connected in parallel hereto.

3. Rail vehicle according to claim 1 or 2, further having: a third heat exchanger (WT3), which is arranged in the coolant circuit (KUM), wherein the third heat exchanger (WT3) is arranged upstream of the first heat exchanger (WT1), in the flow direction of the coolant, and wherein the coolant can be cooled in the third heat exchanger (WT3) by means of a forced flow of cooling air.

4. Rail vehicle according to claim 3, characterised in that the refrigeration facility (KAE) has a fourth heat exchanger (WT4), which is arranged in the first refrigerant circuit (KAM1), wherein the refrigerant in the fourth heat exchanger (WT4) can be cooled by means of a forced flow of cooling air and wherein the fourth heat exchanger (WT4), in the direction of the flow of cooling air, is arranged downstream of the third heat exchanger (WT3).

5. Rail vehicle according to one of the preceding claims, further having: - a coolable first valve (V1), which is arranged in the coolant circuit (KUM) and by means of which a flow of the coolant through the second heat exchanger (WT2) can be controlled, and - a controllable second valve (V2), which is arranged in the coolant circuit (KUM) and by means of which a flow of the coolant can be controlled by bypassing the second heat exchanger (WT2).

6. Rail vehicle according to one of the preceding claims, further having: a controllable third valve (V3), which is arranged in the coolant circuit (KUM) and, in the flow direction of the coolant, is arranged downstream of the second heat exchanger (WT2), and by means of which a flow of the coolant can be controlled by bypassing the cooling facility (KUE), and a controllable fourth valve (V4), which is arranged in the coolant circuit (KUM) and is arranged upstream or downstream of the cooling facility (KUE), in the flow direction of the coolant and by means of which a flow of the coolant can be controlled by the cooling facility (KUE).

7. Rail vehicle according to claim 3 or 4, further having: - a controllable fifth valve (V5), which is arranged in the coolant circuit (KUM) and, in the flow direction of the coolant, is arranged upstream of the third heat exchanger (WT3), and by means of which a flow of the coolant through the third heat exchanger (WT3) can be controlled, and - a controllable sixth valve (V6), which is arranged in the coolant circuit (KUM) and by means of which a flow of the coolant can be controlled by bypassing the third heat exchanger (WT3).

8. Rail vehicle according to one of the preceding claims, characterised in that the air-conditioning facility (KLE) further has: a fifth heat exchanger (WT5), which, in the direction of the forced flow of air-conditioning air, is arranged downstream of the second heat exchanger (WT2) and which is arranged in a coolant circuit of the traction facility (TE).

9. Rail vehicle according to claims 1 and 4, characterised in that the refrigeration facility (KAE) further has: a seventh heat exchanger (WT7), which is arranged in the second refrigerant circuit (KAM2), wherein the refrigerant can be cooled in the seventh heat exchanger (WT7) by means of the forced flow of cooling air.

10. Rail vehicle according to claim 9, characterised in that the seventh heat exchanger (WT7), in the direction of the flow of cooling air, is arranged downstream of the fourth heat exchanger (WT4), and the sixth heat exchanger (WT6), in the flow direction of the coolant, is arranged upstream of the first heat exchanger (WT1).

11. Rail vehicle according to claim 9, characterised in that the seventh heat exchanger (WT7), in the direction of the cooling air flow, is connected in parallel to the fourth heat exchanger (WT4), and the sixth heat exchanger (WT6), in the flow direction of the coolant, is connected in parallel to the first heat exchanger (WT1).

12. Cooling and air-conditioning arrangement (KKA) for a rail vehicle (TZ), which has an energy store (TB), in which electrical energy can be stored in order to supply a traction facility (TE) and which can be cooled by means of a cooling facility (KUE), wherein the cooling and refrigeration arrangement (KKA) has at least: - a coolant circuit (KUM), in which a liquid coolant can be circulated and the cooling facility (KUE) is arranged, - a first refrigerant circuit (KAM1), in which a refrigerant can be circulated, and - a first heat exchanger (WT1) arranged in the coolant circuit (KUM) and in the first refrigerant circuit (KAM1), wherein, in the first heat exchanger (WT1), the coolant can be cooled by means of the refrigerant, - a second heat exchanger (WT2), which is arranged exclusively in the coolant circuit (KUM), wherein the second heat exchanger (WT2), in the flow direction of the coolant, is arranged downstream of the first heat exchanger (WT1), and wherein by means of a forced flow of air-conditioning air guided through the second heat exchanger (WT2), a space (FS, FR) in the rail vehicle (TZ) which can be used by at least one person can be air conditioned, - characterised in that the cooling and refrigeration arrangement (KKA) further has: - a second refrigerant circuit (KAM2), in which a refrigerant can be circulated, wherein a sixth heat exchanger (WT6) is arranged in the coolant circuit (KUM) and in the second refrigerant circuit (KAM2) and wherein in the sixth heat exchanger (WT6) the coolant can be cooled by means of the refrigerant.