ELECTRICALLY PROPOSED VEHICLE, ESPECIALLY RAIL VEHICLE

Description

[0001] The invention relates to an electrically powered vehicle, in particular a rail vehicle, with a DC link, a vehicle-specific three-phase AC electrical system supplied by the DC link, at least one drive motor supplied via a power converter, and at least one coolant pump for pumping a coolant that cools the power converter. Such vehicles are known, for example, in the form of Velaro D high-speed trains (DB Class 407 of Deutsche Bahn).

[0002] In modern vehicles, the coolant pumps, which circulate coolant to cool the power converters and are subsequently referred to as converter coolant pumps, are three-phase powered and equipped with three-phase motors for this purpose. These three-phase motors, or rather the coolant pumps, are connected to the vehicle's own three-phase electrical system. This system typically includes a 3AC train busbar that usually runs the entire length of the train. All three-phase loads in the train, including the aforementioned converter coolant pumps, are usually connected to this 3AC train busbar.

[0003] The documents DE 10 2017 210750 A1 and DE 10 2016 006526 A1 are known.

[0004] It is well known that the drive motors of electrically powered vehicles can be used as electrodynamic brakes.

[0005] The invention is based on the objective of providing an electrically powered vehicle in which electrodynamic braking is possible in a particularly safe manner, even in the case of emergency braking.

[0006] This problem is solved according to the invention by a vehicle with the features according to claim 1. Advantageous embodiments of the vehicle according to the invention are specified in the dependent claims.

[0007] According to the invention, the vehicle has a second electrical system in addition to the rail vehicle's own three-phase power supply, and at least one coolant pump is connected to the second electrical system.

[0008] A significant advantage of the vehicle according to the invention lies in the fact that the coolant pump(s) are electrically powered by a second electrical system, which is preferably decoupled from the vehicle's own three-phase electrical system and is therefore hardly, or at least not significantly, affected by any interference signals transmitted via the three-phase electrical system. The invention takes advantage of the fact that, due to the connection of many other vehicle components to the three-phase electrical system, interference signals can occur to a considerable extent, potentially jeopardizing the reliable operation of the coolant pumps. The invention addresses this issue by providing, according to the invention, for the coolant pumps to be powered via a second electrical system.Due to the individual supply of the coolant pumps according to the invention, the cooling of the power semiconductors of the power converters, which must function continuously during electrodynamic braking, is ensured in a particularly reliable manner. If the cooling were to fail, the power semiconductors would reach their limit temperature after a short time, i.e., even during an emergency braking maneuver, which can last several minutes for high-speed trains; such a dangerous situation can be avoided with the embodiment according to the invention, or at least the risk of such a dangerous situation being reduced.

[0009] According to the invention, the second on-board network is a DC network, hereinafter also referred to as the DC on-board network.

[0010] The second electrical system is preferably supported by at least one electrical charge storage device, in other words it is preferably a DC electrical system supported by at least one electrical charge storage device.

[0011] It is advantageous if the second on-board power supply is connected via at least one battery charger to the output side of at least one DC voltage controller, in particular a DC / DC converter, whose input side is connected to the DC intermediate circuit.

[0012] At least one electrical charge storage device is preferably a battery.

[0013] The electrical charge storage device or battery is preferably connected to the output side of the DC voltage controller via the aforementioned battery charger or another battery charger.

[0014] The DC voltage controller, the battery charger and an inverter that couples the DC voltage controller and the three-phase electrical system are preferably integral components of an auxiliary power converter unit of the vehicle.

[0015] The coolant pump, or at least one of the coolant pumps, is preferably a three-phase powered coolant pump, which is connected to the DC electrical system by means of an inverter.

[0016] According to the invention, the vehicle has a plurality of coolant pumps, and each of the coolant pumps or at least a subgroup of the coolant pumps is connected to the DC electrical system by means of its own inverter.

[0017] The inverter(s) are preferably cooled by means of the coolant pumped by the coolant pump that is connected to the respective inverter.

[0018] The inverter(s) preferably meet a specified Safety Integrity Level (SIL) of SIL1 or better.

[0019] Alternatively or additionally, it may be provided that the coolant pump or at least one of the coolant pumps is a DC-operated, in particular brushless, coolant pump that is directly connected to the DC electrical system.

[0020] The DC-operated, preferably brushless, coolant pump(s) and / or their internal logic preferably meet the safety integrity level SIL1 or better.

[0021] Alternatively or additionally, the vehicle may also be provided with a third electrical system in addition to the second, which is connected to the second electrical system, the battery charger(s), and the energy storage device(s) via at least one inverter. The third electrical system is thus preferably powered by the second electrical system and / or the battery charger(s) and / or the energy storage device(s).

[0022] At least one coolant pump, or at least one of the coolant pumps, is preferably powered by the third on-board power supply.

[0023] It is particularly advantageous if the second on-board network is a DC on-board network supported by at least one electrical charge storage device and the third on-board network is a three-phase AC network.

[0024] The second electrical system is preferably supplied by at least two DC voltage converters, preferably each via an intermediate battery charger, each of which is supplied by the DC intermediate circuit or one of the DC intermediate circuits of the vehicle.

[0025] The vehicle preferably has two or more auxiliary converter units, each comprising as integral components a DC voltage controller, a battery charger, an inverter that couples the DC intermediate circuit or one of the three-phase on-board power supply, and an inverter that supplies the third on-board power supply with energy from the second on-board power supply and / or the battery charger(s) and / or the charge storage device(s).

[0026] The inverter(s) that supply the third on-board network with energy from the second on-board network and / or the battery charger(s) and / or the charge storage system(s) preferably each meet a specified safety integrity level of SIL1 or better.

[0027] The vehicle is preferably equipped with at least one pantograph for connection to a trackside power supply network.

[0028] The DC link is preferably connected to the current collector.

[0029] The vehicle may have one or more DC intermediate circuits, each of which feeds the same vehicle-specific three-phase electrical system, the same second electrical system and, if present, the same third electrical system.

[0030] Each of the DC intermediate circuits can be connected to one or more auxiliary power converter units, one or more batteries, and one or more cooling pumps.

[0031] The DC link(s) are preferably each component of the converter, which, in addition to the respective DC link, may have a converter for connection to a vehicle-side pantograph, and, if advantageous, a transformer between the pantograph, the converter, and a pulse inverter for each drive motor to be supplied by the converter.

[0032] The vehicle's own three-phase electrical system, the second electrical system and, if present, the third electrical system are preferably vehicle-spanning networks, which are formed, for example, by power lines and / or rails extending through the entire vehicle.

[0033] The invention is explained in more detail below with reference to exemplary embodiments; these show, by way of example, Figure 1: Components of a first embodiment of a vehicle according to the invention, in which a second electrical system in the form of a DC network is supplied by an auxiliary converter unit and coolant pumps are DC-operated. Figure 2: Components of a second embodiment of a vehicle according to the invention, in which a second electrical system in the form of a DC network is supplied by two or more auxiliary converter units and coolant pumps are DC-operated. Figure 3: Components of a third embodiment of a vehicle according to the invention, in which a second electrical system in the form of a DC network is supplied by two or more auxiliary converter units and coolant pumps are three-phase-operated. Figure 4: Components of a fourth embodiment of a vehicle according to the invention.in which a second on-board electrical system in the form of a DC network and a third on-board electrical system in the form of a three-phase AC network are present and coolant pumps are three-phase operated, and Figure 5 components of a fifth embodiment for a vehicle according to the invention, in which two or more converters, each with a DC intermediate circuit contained therein, supply the same second on-board electrical system and the same three-phase AC on-board electrical system, which extend through the entire vehicle, via associated auxiliary converter units.

[0034] The same reference symbols are always used in the figures for identical or comparable components.

[0035] The Figure 1 Figure 1 shows components of an embodiment of an electrically powered rail vehicle 10 according to the invention. The rail vehicle 10 is connected to a trackside power supply network 30 via at least one pantograph 20.

[0036] A DC intermediate circuit 40 of the rail vehicle 10 is directly connected or - as in the Figure 1 shown - indirectly connected via an intermediate converter 50 (and, for example, a transformer not shown) to the pantograph 20 and thus to the trackside power supply network 30.

[0037] An auxiliary converter unit 60, comprising a DC link 61, an inverter 62, and a battery charger 63, is connected to the DC link 40. The input side 61a of the DC link 61 is connected to and powered by the DC link 40. An output side 61b of the DC link 61 is connected to the input side 62a of the inverter 62 and to the input side 63a of the battery charger 63.

[0038] An output side 62b of the inverter 62 is connected to a rail vehicle's own three-phase power supply 70.

[0039] The drive motors 90 of the rail vehicle 10 are controlled by pulse inverters 91. In the exemplary embodiment shown, the pulse inverters 91, the converter 50, and the DC link 40 are arranged according to... Figure 1 Components of a power converter 80, which is cooled by coolant (not shown in the figures) that is circulated by power converter-specific or at least converter-associated or converter-individual coolant pumps 100 in cooling circuits (not shown in the figures). The coolant pumps 100 are DC-driven and are preferably driven by brushless DC motors (so-called BLDC motors) (not shown in the figures).

[0040] The DC-operated, preferably brushless coolant pumps 100 preferably meet the safety integrity level SIL1 or better.

[0041] The coolant pumps 100 are connected to a second on-board power supply 110 in the form of a DC power supply of the rail vehicle 10 and are supplied with energy by this second on-board power supply 110. The second on-board power supply 110 is connected to the output side 63b of the battery charger 63, to which a battery 120 is also connected.

[0042] The second electrical system 110 is stabilized by the battery 120 and can be supplied with power by it as a backup in the event of a failure of the battery charger 63 or a failure of the power supply to the battery charger 63. The power supply to the coolant pumps 100 is therefore secured by the battery 120, since the second electrical system 110 is battery-backed.

[0043] The brushless coolant pumps 100 preferably meet the safety integrity level SIL1.

[0044] The Figure 2 shows a variant embodiment of the exemplary embodiment according to Figure 1 . In the version according to Figure 2 The rail vehicle 10 has two or more auxiliary power converter units 60, each of which is connected on the input side to the DC link 40 and is supplied by it with energy from the trackside power supply network 30. The auxiliary power converter units 60 can be of comparable or identical design.

[0045] The auxiliary power converter units 60 are each connected on the output side to the second on-board power supply 110, with the battery chargers 63 of the auxiliary power converter units 60 each supplying the second on-board power supply 110.

[0046] Each of the battery chargers 63 is also connected via its output side 63b to a battery 120, which serves to support the second on-board network 110 in case of a failure of the input-side supply to the battery chargers 63 or a failure of the battery chargers 63 themselves.

[0047] Furthermore, the above statements apply in connection with the exemplary embodiment according to Figure 1 accordingly.

[0048] The Figure 3 Figure 10 shows components of a third embodiment of a rail vehicle according to the invention. In the third embodiment according to Figure 3 The coolant pumps 100 are not DC-operated, as is the case in the embodiments according to the Figure 1 and 2This is the case, but rather the pumps are three-phase operated and driven by three-phase motors (not shown). To enable the three-phase operated coolant pumps 100 to be connected to the second on-board power supply 110, which in the third embodiment is also a DC power supply, each coolant pump 100 is equipped with its own converter 101, which converts the DC voltage supplied by the second on-board power supply 110 into a three-phase voltage suitable for operating the coolant pumps 100.

[0049] The pump's own converters 101 preferably meet the safety integrity level SIL1.

[0050] Furthermore, the above statements apply in connection with the exemplary embodiments according to Figure 1 and 2 for the embodiment according to Figure 3 accordingly.

[0051] The Figure 4Figure 10 shows components of a fourth embodiment of a rail vehicle according to the invention. Figure 4 In addition to the three-phase on-board power supply 70 and the second on-board power supply 110, a third on-board power supply 150 is present, which is supplied by the auxiliary power converter units 60. For this purpose, the auxiliary power converter units 60 each have, in addition to their inverter 62, which supplies the three-phase on-board power supply 70 and which is hereinafter also referred to as the first inverter 62, a second inverter 64, the input side 64a of which is connected to the output side 63b of the battery charger 63 and thus to the batteries 120.

[0052] The output side 64b of the second inverter 64 feeds the third on-board network 150, which is designed as a three-phase network and forms a second three-phase on-board network.

[0053] The coolant pumps 100, which are provided for cooling the power converters 80 and preferably also for cooling the drive motors 90, are preferably three-phase operated coolant pumps, which are connected to and supplied with energy by the third on-board network 150.

[0054] In the embodiment according to Figure 4 Two or preferably at least two auxiliary power converter units 60 serve to supply the third on-board network 150 in order to ensure redundancy in the event of a failure of one of the auxiliary power converter units 60 or one of the second inverters 64 of the auxiliary power converter units 60.

[0055] The second converters 64 of the auxiliary power converter units 60 preferably meet a safety integrity level of SIL1 or better.

[0056] Furthermore, the above statements apply in connection with the exemplary embodiments according to the Figures 1 to 3 for the embodiment according to Figure 4 accordingly.

[0057] In the Figures 1 to 4 For clarity, only one DC link 40 and one converter 80 containing the DC link 40 are shown. The rail vehicle 10 can have one or more DC links 40, each of which supplies the same vehicle-specific three-phase AC electrical system 70, the same second electrical system 110, and, if present, the same third electrical system 150. Each of the DC links 40 or each of the converters 80 can be connected to its own pantograph 20; alternatively, DC links 40 or converters 80 can also share pantographs 20.

[0058] Each of the DC intermediate circuits 40 can be connected to one or more auxiliary converter units 60, one or more batteries 120 and one or more cooling pumps 100.

[0059] The vehicle's own three-phase AC power supply 70, the second power supply 110 and, if present, the third power supply 150 are preferably each vehicle-spanning networks, which are formed, for example, by power lines and / or rails extending through the entire rail vehicle 10.

[0060] The Figure 5 Figure 1 shows an embodiment in which two or more converters 80, each with its own (individual) DC link 40, supply the same second electrical system 110 and the same three-phase electrical system 70 via associated auxiliary converter units 60. The second electrical system 110 and the three-phase electrical system 70 extend through the entire vehicle 10.

[0061] In the embodiment according to Figure 5The power converters 80 are connected to the same current collector 20; alternatively, they can also be connected to their own current collectors 20. It is advantageous if a transformer (not shown) is interposed between the power converter 80 and the current collector 20 for voltage reduction.

[0062] Although the invention has been further illustrated and described in detail by means of preferred embodiments, the invention is not limited by the disclosed examples and other variations can be derived from them by the person skilled in the art without leaving the scope of protection of the invention. Reference symbol list

[0063] 10 Rail vehicle 20 Pantograph 30 Power supply network 40 DC link 50 Inverter 60 Auxiliary equipment / inverter unit 61 DC voltage controller 61a Input side 61b Output side 62 Inverter 62a Input side 62b Output side 63 Battery charger 63a Input side 63b Output side 64 Inverter 64a Input side 64b Output side 70 Three-phase electrical system 80 Converter 90 Drive motor 91 Pulse inverter 100 Coolant pump 101 Inverter 110 Second electrical system 120 Battery 150 Third electrical system

Claims

1. Electrically drivable vehicle, in particular rail vehicle (10), with - at least one intermediate DC circuit (40), - an in-vehicle three-phase AC on-board electrical system (70) fed by the intermediate DC circuit (40), - at least one drive motor fed via a current converter (80), and - at least one coolant pump (100) for pumping a coolant that cools the current converter (80), characterised in that - the vehicle has a second on-board electrical system (110) in addition to the in-rail-vehicle three-phase AC electrical system (70), wherein the second on-board electrical system (110) is a DC voltage on-board electrical system, and - the vehicle has a plurality of coolant pumps (100), wherein the coolant pumps (100) are connected to the second on-board electrical system (110) and wherein each of the coolant pumps (100) or at least a subgroup of the coolant pumps (100) is connected in each case by means of a separate converter (101) to the DC voltage on-board electrical system.

2. Vehicle according to claim 1, characterised in that - the second on-board electrical system (110) is a DC voltage on-board electrical system (110) backed up by means of at least one electrical charge storage device, - the second on-board electrical system (110) is connected via at least one battery charger (63) to the output side (61b) of at least one DC chopper (61), the input side (61a) of which is connected to the intermediate DC circuit (40), and - the at least one electrical charge storage device, which is preferably a battery (120), is connected via a or said battery charger (63) to the output side (61b) of the DC chopper (61).

3. Vehicle according to claim 2, characterised in that the DC chopper (61), the battery charger (63) and an inverter (62) that couples the DC chopper (61) and the three-phase AC on-board electrical system (70) are integral components of an auxiliary converter unit (60) of the vehicle.

4. Vehicle according to one of the preceding claims, characterised in that the coolant pump (100) or at least one of the coolant pumps (100) is preferably a three-phase AC-operated coolant pump (100) that is connected by means of the converter (101) to the DC voltage on-board electrical system (110).

5. Vehicle according to claim 1 or 4, characterised in that the converter or converters (101) are cooled in each case by means of the coolant pumped by the coolant pump (100) connected to the respective converter (101).

6. Vehicle according to claim 1, 4 or 5, characterised in that the converter or converters (101) fulfil a predetermined safety integrity level of SIL1 or better.

7. Vehicle according to one of the preceding claims, characterised in that the coolant pump (100) or at least one of the coolant pumps (100) is a DC-operated, in particular brushless coolant pump (100) that is connected directly to the DC voltage on-board electrical system and preferably, in particular with regard to its internal logic, fulfils safety integrity level SIL1 or better.

8. Vehicle according to one of the preceding claims, characterised in that - the vehicle has a third on-board electrical system (150) in addition to the second on-board electrical system (110), which third on-board electrical system is connected via at least one inverter (62) to the second on-board electrical system (110), the battery charger or chargers (63), and the charge storage device or devices, and - the at least one coolant pump (100) or at least one of the coolant pumps (100) is preferably fed by the third on-board electrical system (150).

9. Vehicle according to claim 8, characterised in that - the second on-board electrical system (110) is in particular a DC voltage on-board electrical system backed up by means of at least one electrical charge storage device, and - the third on-board electrical system (150) is a three-phase AC electrical system.

10. Vehicle according to one of the preceding claims, characterised in that the second on-board electrical system (110) is fed by at least two DC choppers (61), preferably in each case via a battery charger (63) disposed therebetween, which are fed in each case by the intermediate DC circuit (40) or one of the intermediate DC circuits of the vehicle.

11. Vehicle according to claim 8 or 9, characterised in that the vehicle has two or more auxiliary converter units (60), which in each case have as integral components a DC chopper (61), a battery charger (63), an inverter (62) that couples the intermediate DC circuit or one of the intermediate DC circuits and the three-phase AC on-board electrical system (70), and an inverter (64) that feeds the third on-board electrical system (150) with power from the second on-board electrical system and / or from the battery charger or chargers and / or from the charge storage device or devices.

12. Vehicle according to claim 11, characterised in that the inverter or inverters (64) that feed the third on-board electrical system (150) with power from the second on-board electrical system (110) and or from the battery charger or chargers (63) and / or from the charge storage device or devices fulfil a predetermined safety integrity level of SIL1 or better in each case.

13. Vehicle according to one of the preceding claims, characterised in that - the vehicle is equipped with at least one current collector (20) for connection to a trackside power supply system (30), and - the intermediate DC circuit (40) is connected to the current collector (20).