ARRANGEMENT FOR DRIVING A VEHICLE COUPLED TO A TRAILER

Description

[0001] The invention relates to an arrangement for driving a vehicle coupled to a trailer, in particular a rail vehicle coupled to a tender.

[0002] Alternative drive concepts are being given increasing priority due to political considerations regarding the energy transition. These alternative drive concepts include, among others, drive concepts that use gas-based energy sources, such as hydrogen in combination with fuel cells.

[0003] In both road and rail transport, test and series vehicles, such as shunting locomotives, commuter vehicles, city buses, etc., were equipped and operated with this technology.

[0004] The problem with using gas-based energy sources in a vehicle is that the energy density of gas-based energy sources (e.g., hydrogen) is significantly lower than that of liquid fossil fuels (e.g., diesel, gasoline). Accordingly, a significantly larger volume must be provided in the vehicle for storing the gas-based energy source.

[0005] Common city buses use natural gas for operation, with the required large storage volume provided by a roof-mounted tank. The tank is designed as an integrated component of the city bus.

[0006] Such an integration-based solution is difficult to implement for rail transport: rail vehicles, especially locomotives in a train set, require very large quantities of a gas-based energy source for adequate use, but the required tank is not available in the rail vehicle itself.

[0007] A known solution to this problem is to couple a rail vehicle with a tender or trailer, with the tender transporting the gas-based energy carrier (e.g., hydrogen) and an associated energy generation unit (e.g., fuel cell). Accordingly, electrical energy is generated from the gas-based energy carrier on the tender side.

[0008] The electrical energy is transmitted via a cable from the tender to the rail vehicle and reaches the electric traction motors located there to drive the rail vehicle and tender.

[0009] Alternatively, it is known to transfer the electrical energy generated on the tender side from the gas-based energy source to the tender's electric traction motors in order to drive the rail vehicle including the tender or at least to support it if necessary.

[0010] Document EP 3556594 A1 discloses a method for operating a vehicle. After a mains voltage drops, a first traction system of the vehicle remains electrically coupled to a contact line, while a second traction system is decoupled from the contact line and supplied with energy from an energy storage device of the vehicle.

[0011] From document GB 2474100 A, a system with a track system for a light rail system embedded in a motorway is known.

[0012] It is the object of the present invention to provide an alternative arrangement for driving a vehicle coupled to a trailer, in particular a rail vehicle coupled to a tender.

[0013] This problem is solved by the features of the independent patent claim. Advantageous further developments are the subject of the dependent claims.

[0014] The arrangement according to the invention comprises a vehicle connected to a trailer. The vehicle has a traction motor designed to drive the vehicle. The trailer has a tank in which a gas-based energy source is stored.

[0015] The vehicle has a galvanic cell as an energy generation unit, with which drive energy is generated by a chemical reaction of the gas-bound energy carrier continuously supplied to it with an oxidizing agent, which drive energy is fed to the traction motor for propulsion.

[0016] The vehicle and the trailer are connected to each other via a transmission line so that the gas-based energy source is transported from the trailer to the vehicle.

[0017] The transmission line is provided with a protective device or is coupled to a protective device in such a way that the protective device prevents damage to the transmission line during operation of the vehicle connected to the trailer.

[0018] In a preferred embodiment, the transmission line is surrounded by a protective sheath at least in the area between the vehicle and the trailer, which thus forms a protective device for the transmission line.

[0019] The protective sheath is designed to protect the transmission line from environmental influences (flying gravel or chippings, dangling overhead lines, lightning strikes, icing, etc.).

[0020] The protective sheath is preferably a flexible, movable bellows, which is preferably earthed.

[0021] In an alternative, preferred embodiment, the protective sheath is designed as a flexible metal fabric or as an electrically conductive hollow body, wherein the hollow body consists of a flexible, mechanically resilient material - e.g. a rubber or plastic hose which has electrically conductive structures for grounding.

[0022] Preferably, the protective cover is attached to the vehicle and / or trailer via a cardanic suspension.

[0023] The aforementioned designs of the protective casing ensure that lateral offsets of the vehicle relative to the trailer in all spatial coordinates as well as (partial) rotational movements in all spatial axes are compensated or balanced by the protective casing.

[0024] The aforementioned designs of the protective sheath reduce or completely prevent any chafing between the transmission line on the one hand and the protective sheath on the other.

[0025] The aforementioned designs of the protective cover ensure that different spring deflections or spring travels on the part of the vehicle and / or trailer are compensated or balanced.

[0026] In a preferred embodiment, the transmission line itself is connected to the vehicle and / or to the trailer via a spring unit which forms a further protective device for the transmission line.

[0027] The spring unit is designed on the one hand to resiliently hold and fasten the transmission line and on the other hand to tighten the transmission line to a predetermined mechanical tensile stress.

[0028] The spring unit preferably has the following components, for example: A tensioning clamp that is clamped securely onto the transmission line. This transfers (tensile) forces from the tensioning clamp to the transmission line to adjust the tension. A tensioning plate that is connected to the tensioning clamp. This transfers compressive forces acting towards the tensioning clamp. A tensioning spring that rests on the tensioning plate. The tensioning spring is clamped between the vehicle and the tensioning plate and subjected to compression. This causes the tensioning spring to tighten the transmission line, reducing its downward deflection. A guide unit through which the transmission line is guided from the vehicle or trailer area to an area between the vehicle and trailer.The guide unit consists of two horizontal and two vertical guide rollers, which are smooth-running and arranged circumferentially around the transmission line (e.g., above, below, left, and right). The guide unit compensates for relative movements between the transmission line and the vehicle or trailer that occur during operation and prevents friction effects that could lead to wear on the transmission line. Alternatively or in addition to the guide unit, cables and springs can be used to suspend the transmission line for the same purpose.

[0029] These components of the spring unit compensate for relative movements between the vehicle and the trailer with regard to their effect on the transmission line:

[0030] For example, if a rail vehicle in a switch track experiences a lateral offset from the trailer, the distance between the corresponding vehicle ends is increased. In this case, the transmission line is pulled by the guide unit against the spring force of the tensioning unit. The spring force of the compressed tensioning spring is designed to accommodate all relative movements of the vehicle and trailer without overloading the transmission line.

[0031] The described spring unit is dimensioned so that a specified minimum bending radius of the transmission line is maintained.

[0032] The described spring unit is dimensioned in such a way that contact between the connecting cable and the surrounding protective sheath is prevented during operation of the vehicle and the trailer.

[0033] The described spring unit is dimensioned in such a way that a route of the transmission line within the vehicle or trailer after the tightening clamp allows any movement of the transmission line (e.g. an S-curve laying, curved laying, guying with ropes, springs, etc.).

[0034] The aforementioned designs of the hose line or the associated spring unit ensure that lateral offsets of the vehicle relative to the trailer in all spatial coordinates as well as (partial) rotational movements in all spatial axes are compensated or balanced.

[0035] The aforementioned designs of the hose line and the associated spring unit ensure that chafing between the transmission line on the one hand and the protective sheath on the other hand is avoided.

[0036] The aforementioned designs of the hose line or the associated spring unit ensure that different spring deflections or spring travels on the part of the vehicle and / or trailer are compensated or balanced.

[0037] The aforementioned design of the hose line and the associated spring-loaded unit ensures that the hose line is taut and only sags minimally when the vehicle and trailer are in operation.

[0038] The aforementioned designs of the hose line or the associated spring unit ensure that the protective sheath is designed with the required volume and dimensions reduced.

[0039] In a preferred development, the transmission line in the area between the vehicle and the trailer has a two-part coupling which is pressure-tight to the environment or to the outside during operation of the vehicle and the trailer and gas-permeable when viewed from the trailer to the vehicle.

[0040] This coupling is designed as an additional protective device for the transmission line during operation and prevents an uncontrolled breakage of the transmission line in the event of an out-of-operational disconnection.

[0041] The two-part coupling is designed in such a way that in the event of an out-of-service separation, the two parts of the coupling assume the functionality of a "predetermined breaking point": the two-part coupling opens, with one coupling part remaining at each assigned end of the transmission line and closing this end of the transmission line pressure-tight.

[0042] To ensure the functionality of the "predetermined breaking point", a first coupling part is preferably connected to the vehicle via a rope and a second coupling part is preferably connected to the trailer via a rope.

[0043] The coupling components described prevent the dangers of an out-of-service separation, namely: an uncontrolled release of large quantities of the flammable gas-based energy carrier into the environment, their fire or explosion due to heat or spark sources, a sudden discharge of the stored gas-based energy carrier

[0044] The coupling ensures the necessary operational safety of the entire vehicle-trailer combination at all times.

[0045] In a preferred embodiment, the transmission line is coupled to a signal line, which is pneumatically or electrically connected. This forms a further protective device for the transmission line and monitors its disconnection.

[0046] The signal cable is connected to both the vehicle and the trailer via mountings. It is routed and dimensioned in such a way that it follows the operational movements of the vehicle-trailer combination without causing damage.

[0047] When a separation of the combination is imminent, the transmission line is tensioned and a predetermined tensile stress value is exceeded, while at this moment the signal line is already damaged due to its installation and dimensioning, thus indicating the impending separation at an early stage.

[0048] Damage to the signal line generates a signal (pressure drop, idle) that closes switchable shut-off valves, which are provided in the vehicle and trailer as part of a delivery line for the gas-based energy source, according to the well-known fail-safe principle.

[0049] In a preferred embodiment, the vehicle's traction motor is an electric traction motor.

[0050] In a preferred embodiment, the vehicle is a rail vehicle or a locomotive coupled to a tender as a trailer.

[0051] In a preferred further development, the gas-based energy source is hydrogen or natural gas.

[0052] In a preferred embodiment, the galvanic cell is a fuel cell with which electrical drive energy is generated by a chemical reaction of the gas-bound hydrogen continuously supplied to it with an oxidizing agent, which drive energy is supplied to the electric traction motor for propulsion.

[0053] The present invention enables a previously unforeseen safe and cost-effective transfer of a gas-based energy source from a trailer to a vehicle or rail vehicle.

[0054] The present invention provides a new basis for a novel vehicle or train concept: vehicles with gaseous energy sources (e.g. hydrogen in combination with fuel cells) are among the pillars of the new and environmentally friendly drive technology, which is now also being used on rail vehicles with their limited volume or space.

[0055] The present invention makes it possible to use a large number of trailers with tanks in rail transport, so that a representative (gas) tank is distributed across an entire train. This could enable enormous ranges to be achieved in rail transport.

[0056] The present invention makes it possible to increase the vehicle-side drive power in rail transport because the entire available space in the rail vehicle is available for energy conversion and for controlling the rail vehicle.

[0057] The present invention makes it possible to increase the energy content of a train in rail transport with train length. The more trailers or wagons a train has, the heavier the train is, the more energy is required for operation, and the more gas tanks the train carries. The storable energy on the train would thus essentially grow with the increased energy demand due to the higher train weight.

[0058] The invention is explained in more detail below using a drawing as an example. It shows: FIG 1 an overview of the arrangement according to the invention, FIG 2 with reference to FIG 1 a vertical section in the vehicle longitudinal direction of the arrangement according to the invention, FIG 3 with reference to FIG 1 and FIG 2 a plan view or a horizontal section of the arrangement according to the invention, FIG 4 with reference to the FIG 1 bis FIG 3 a detailed view of the coupling, and FIG 5with reference to FIG 1 bis FIG 4 an additional embodiment of the arrangement according to the invention.

[0059] FIG 1 shows an overview of the arrangement according to the invention with a rail vehicle 10 as a vehicle which is connected to a trailer 10A.

[0060] The vehicle 10 has an electric traction motor FM, which is designed to drive the vehicle 10, while the trailer 10A has a tank TK in which hydrogen is stored as a gas-bound energy carrier ET.

[0061] The vehicle 10 has a fuel cell as an energy generation unit EEE, with which drive energy is generated by a chemical reaction of the gas-bound energy carrier ET continuously supplied to it with oxygen, which drive energy is supplied to the traction motor FM for propulsion.

[0062] The vehicle 10 and the trailer 10A are connected to each other via a transmission line 20 designed as a hose line, so that the gas-bound energy source reaches or is transferred from the trailer 10A to the vehicle 10.

[0063] The transmission line 20 interacts with protective devices described below or is coupled to them in such a way that during operation of the vehicle 10 connected to the trailer 10A, the protective devices prevent damage to the transmission line.

[0064] The transmission line 20 is surrounded by a protective sheath 30, at least in the area between the vehicle 10 and the trailer 10A, which thus forms a protective device for the transmission line 20.

[0065] The protective sheath 30 is designed as a flexible, movable bellows which is earthed.

[0066] The protective sheath 30 is attached to the vehicle and / or the trailer 10A via a gimbal suspension.

[0067] The hose line or transmission line 20 is under high pressure, typically p > 350 bar, and can be coupled between the vehicle 10 and the trailer 10A. Further details are provided in the following figures.

[0068] FIG 2 shows with reference to FIG 1 a vertical section in the vehicle longitudinal direction of the arrangement according to the invention.

[0069] The transmission line 20 is connected to the vehicle 10 and to the trailer 10A via a respective resilient unit 40, which forms a further protective device for the transmission line 20.

[0070] The transmission line 20 has a two-part coupling 21 in the area between the vehicle 10 and the trailer 10A.

[0071] The following describes the spring unit 40 on the part of the vehicle 10. The spring unit 40 has two functionalities: a suspension function and a tightening function.

[0072] The spring unit 40 comprises the following components: a tightening clamp 41, which is clamped securely onto the transmission line 20. This clamp transfers forces from the tightening clamp 41 to the transmission line 20 to adjust the tensile stress.

[0073] A tightening plate 42, which is connected to the tightening clamp 41. This plate transmits compressive forces acting in the direction of the tightening clamp 41.

[0074] A tensioning spring 43 rests on the tensioning plate 42. The tensioning spring is clamped between the vehicle 10 and the tensioning plate 42 and is subjected to compression. This causes the tensioning spring 43 to tension the transmission line 20, reducing its downward deflection.

[0075] A guide unit 44 through which the transmission line 20 is guided from the vehicle area or from the trailer area into an area between the vehicle 10 and the trailer 10A. The guide unit 44 consists of two horizontally and two vertically extending guide rollers 45, which are arranged smoothly and circumferentially to the transmission line 20 (e.g., above, below, left, and right).

[0076] The guide unit 44 compensates for relative movements occurring during operation between the transmission line 20 and the vehicle 10 or the trailer 10A, or prevents friction effects that lead to wear of the transmission line 20.

[0077] These components of the spring unit 40 compensate for relative movements between the vehicle 10 and the trailer 10A with regard to their effect on the transmission line.

[0078] The described resilient unit 40 is dimensioned such that a specified minimum bending radius of the transmission line 20 is maintained.

[0079] In addition, the resilient unit 40 is dimensioned such that contact of the connecting line 20 with the surrounding protective sheath 30 is prevented during operation of the vehicle 10 and the trailer 10A.

[0080] The two-part coupling 21 arranged in the area between the vehicle 10 and the trailer 10A is pressure-tight to the environment or to the outside during normal operation of the vehicle 10 and the trailer 10A and is gas-permeable when viewed from the trailer 10A to the vehicle 10.

[0081] The two-part coupling 21 forms a further protective device for the transmission line 20, which prevents an uncontrolled tearing off of the transmission line 20 in the event of an out-of-service disconnection.

[0082] Details will be provided in FIG 3 described with reference to FIG 1 and FIG 2 shows a plan view or a horizontal section of the arrangement according to the invention.

[0083] The two-part coupling 21 is designed in such a way that, in the event of an out-of-service separation, the two parts of the coupling assume the functionality of a "predetermined breaking point": the two-part coupling 21 opens, with one coupling part remaining at each associated end of the transmission line 20 and closing this end of the transmission line 20 in a pressure-tight manner.

[0084] In order to ensure the functionality of the "predetermined breaking point", a first coupling part is preferably connected to the vehicle 10 via a cable 52 and a cable fastening 53.

[0085] The same applies to the second coupling part, which is connected to the trailer 10A via a rope and a rope fastening.

[0086] For this purpose, there is an opening clamp 51 on the coupling 21, which is firmly connected to a coupling opener 22.

[0087] Two opening cables 52 are firmly connected and symmetrically arranged on the opening clamp 51. By pulling the two opening cables 52 symmetrically, the coupling opener 22 is actuated and the coupling 21 is uncoupled.

[0088] According to the invention, the length of the opening cables 52 is dimensioned such that operational relative movements of the vehicle 10 and the trailer 10A do not tension the opening cables 52. Only during an off-site train separation does a distance between the vehicle 10 and the trailer 10A become sufficiently large for the opening cables 52 to displace the coupling opener 22 and uncouple the coupling 21. At the same time, the flow of the gaseous energy source is blocked.

[0089] The lengths of the opening cables 52 are dimensioned such that the opening cables 52 always engage first during an off-line train separation. The remaining hose system is designed so that no other component is overloaded by the opening cables 52 until the coupling 21 is uncoupled.

[0090] The opening cables 52 are attached to a cable attachment 53 designed as an opening rocker on the vehicle side. An out-of-service train separation in a switch or in a curve results in the coupler 21 being laterally offset from the vehicle 10. If the opening cables 52 were firmly connected to the vehicle 10, this would result in asymmetrical force introduction by only one opening cable 52, and in extreme cases, the coupler opener 22 could jam. By connecting the opening cables 52 via the opening rocker 53, asymmetrical force introduction into the coupler opener 22 is prevented. The opening rocker 53 compensates for the asymmetry until both opening cables 52 are taut and transmit forces to uncouple the coupler 21. This ensures symmetrical operation of the coupler opener 22 on all track sections.

[0091] FIG 4 shows with reference to the FIG 1 bis FIG 3 a detailed view of the coupling 21 with coupling opener 22 and a coupling seat 23 in which a locking mechanism and a coupling mechanism are integrated (not shown in detail).

[0092] The clutch opener 22 disengages the clutch 21 when the clutch opener 22 is axially displaced in the direction of the arrow. In this case, the clutch 21 simultaneously blocks the flow of the gaseous energy carrier.

[0093] FIG 5 shows with reference to the figures FIG 1 bis FIG 4 an additional embodiment of the arrangement according to the invention with a signal line 60 which is pneumatically or electrically designed and coupled to the transmission line 20.

[0094] The signal line 60 forms a further protective device for the transmission line 20 and monitors it for an out-of-service disconnection.

[0095] The signal line is connected to both vehicle 10 and trailer 10A by means of fasteners 62. It is routed and dimensioned in such a way that it follows operational movements of the vehicle 10-trailer 10A combination without causing damage.

[0096] When a separation of the 10 - 10A combination is imminent, the transmission line 60 is tensioned and a predetermined tensile stress value is exceeded, while at this moment the signal line 60 is already damaged due to its laying and dimensioning and thus indicates the impending separation at an early stage.

[0097] The damage to the signal line 60 generates a signal (pressure drop, idle) which closes switchable shut-off valves 61, which are provided in the vehicle 10 and in the trailer 10A as part of a delivery line or as part of the transmission line 20 for the gas-based energy source, according to the known fail-safe principle.

[0098] If the switchable shut-off valves 61 are closed, the transmission line 20 is also subsequently disconnected as described above during an off-line train separation. The above-described opening cables 52 are also used in the configuration described here.

Claims

1. Arrangement for propelling a vehicle coupled with a trailer, - with a vehicle (10) which exhibits a traction motor (FM) for propelling the vehicle (10), - with a trailer (10A) which is connected to the vehicle (10) and exhibits a tank (TK) in which a gas-bound energy-carrier (ET) is stored, - wherein the vehicle (10) exhibits a galvanic cell by way of energy-generation unit (EEE), with which propulsive energy is created by a chemical reaction of the gas-bound energy-carrier, supplied to said unit continuously, with an oxidizing agent and is supplied to the traction motor for the purpose of propulsion, - wherein the vehicle (10) and the trailer (10A) are connected to one another via a transmission line (20), so that the gas-bound energy-carrier (ET) passes from the tank (TK) of the trailer (10A) to the energy-generation unit (EEE) of the vehicle (10), - wherein the transmission line (20) is coupled with a protective device (30, 40, 21, 60) in such a manner that damage to the transmission line (20) during the operation of the vehicle (10) connected to the trailer (10A) is prevented by the protective device (30, 40, 21, 60).

2. Arrangement according to Claim 1, wherein the transmission line is surrounded, at least in the region between the vehicle (10) and the trailer (10A), by a protective jacket (30) by way of protective device.

3. Arrangement according to Claim 2, - wherein the protective jacket takes the form of a flexible bellows, capable of being displaced into itself, and / or - wherein the bellows is grounded.

4. Arrangement according to Claim 2, - wherein the protective jacket takes the form of a flexible metallic fabric or a flexible, mechanically loadable hollow body, and / or - wherein the protective jacket exhibits electrically conducting structures for grounding.

5. Arrangement according to Claim 2, wherein the protective jacket is fastened to the vehicle (10) and / or to the trailer (10A) via a cardanic suspension.

6. Arrangement according to one of the preceding claims, wherein the transmission line (20) is connected to the vehicle (10) and / or to the trailer (10A) via a resilient unit (40) which constitutes a protective device for the transmission line (20).

7. Arrangement according to Claim 6, wherein the resilient unit (40) has been designed, on the one hand, for resilient support and fastening of the transmission line (20) and, on the other hand, for tightening the transmission line (20) to a predetermined mechanical tensile stress.

8. Arrangement according to one of the preceding claims, wherein in the region between the vehicle (10) and the trailer (10A) the transmission line (20) exhibits a two-part coupling (21) which takes the form of a protective device for the transmission line (20), in order to avoid an uncontrolled detachment of the transmission line (20) in the event of a separation of the combination of vehicle (10) and trailer (10A) outside of operation.

9. Arrangement according to Claim 8, wherein the two-part coupling has been constructed in such a manner that in the event of a separation outside of operation the two-part coupling is opened, in each instance one coupling part remains at a respectively assigned end of the transmission line and seals this end of the transmission line in pressure-tight manner.

10. Arrangement according to one of the preceding claims, wherein the transmission line (20) is coupled with a signal line (60) which takes the form of a protective device for the transmission line, and monitors the separation thereof.

11. Arrangement according to Claim 10, wherein the signal line (60) is connected to the vehicle (10) and to the trailer (10A) in such a manner that in the event of an impending separation of the combination the signal line (60) is damaged by a mechanical tensioning, and therefore indicates the impending separation in good time.

12. Arrangement according to Claim 11, wherein switchable shutoff valves, which are closed as a consequence of the damaged signal line (60), have been provided in the vehicle (10) and / or in the trailer (10A) and / or in the region between them as part of the transmission line (20).

13. Arrangement according to one of the preceding claims, - wherein the traction motor (FM) of the vehicle (10) is an electric traction motor, and / or - wherein the vehicle (10) is a rail vehicle, and / or - wherein the gas-bound energy-carrier (ET) is hydrogen or natural gas, and / or - wherein the galvanic cell is a fuel cell with which electrical propulsive energy, which is supplied to the electric traction motor (FM) for the purpose of propulsion, is created by a chemical reaction of the gas-bound hydrogen, supplied to said cell continuously, with an oxidizing agent.