RAIL VEHICLE COMPLETING A TRACTION BATTERY AND A POWER RECIRCULATOR AS WELL AS A METHOD FOR SWITCHING ON A RAIL VEHICLE

Description

[0001] The invention relates to a rail vehicle comprising a traction battery and a power converter, as well as a method for switching on a rail vehicle.

[0002] From the prior art, powered rail vehicles with a traction system and a low-voltage level are known. The low-voltage level serves to supply the vehicle control system and other low-power consumers. In known rail vehicles, these consumers are powered by a combination of a low-voltage battery and a charger. Adequate space must be provided in the vehicle for such a charger. Installing a separate low-voltage battery is also complex. Low-power batteries in rail vehicles typically consist of lead-acid and / or nickel-cadmium batteries.

[0003] These batteries must be housed in a dedicated compartment that is independently ventilated and explosion-proof, separate from the rest of the rail vehicle. Such a compartment is technically complex and requires considerable installation space. Furthermore, these batteries are heavy and therefore contribute significantly to the vehicle's overall weight. Especially in vehicles that already include a traction battery, installing an additional battery conflicts with the maximum permissible wheel load or the maximum permissible weight of the rail vehicle.

[0004] US 9 731 616 B2 describes a powered rail vehicle system which can simultaneously use energy storage devices with different properties.

[0005] US 2016 / 185224 A1 describes a rail vehicle which provides a control and power supply for peripheral systems, which enables the control of the peripheral systems in the event of a communication failure.

[0006] DE 10 2014 219641 A1 describes a control device for an on-board network of a rail vehicle, wherein an electrical voltage supply of an electrical auxiliary operation can be switched from one voltage source to another by means of a switching device.

[0007] The object of the invention is therefore to create a method for switching on a rail vehicle which overcomes the disadvantages of the prior art and in particular makes it possible to supply a low voltage level of a rail vehicle with electric current in a simple and weight-saving manner.

[0008] The problem is solved by a method for switching on a rail vehicle according to the independent claim.

[0009] In particular, the problem is solved by a method for switching on a rail vehicle according to claim 1.

[0010] With such a vehicle voltage converter, it is possible to supply the vehicle control system and the vehicle's electrical system with power from the traction battery, even if the power converter is not yet operational. This arrangement thus makes it possible to start up the rail vehicle's system using energy from the traction battery. Therefore, a separate battery is not required for the rail vehicle's electrical system and the vehicle control system, and the rail vehicle can be designed simply and with reduced weight. The traction battery is electrically connected to the DC electrical system.

[0011] It is possible that a traction battery voltage converter is installed between the traction battery and the power converter.

[0012] This arrangement allows the DC electrical system to be powered from the traction battery. Therefore, no additional battery needs to be carried for the DC electrical system, and the rail vehicle can be designed simply, saving weight and space.

[0013] It is possible that the DC electrical system has a voltage in the range of 24 to 110 V.

[0014] Such a voltage allows the rail vehicle system and the vehicle control technology to be operated safely and reliably.

[0015] It is possible that the power converter voltage converter is integrated into the power converter.

[0016] This arrangement of the power converter and the power converter voltage transformer allows the components to be positioned compactly and in a space-saving manner within the rail vehicle. This leaves sufficient space for passengers or other technical equipment.

[0017] The power converter voltage transformer and the power converter can be arranged in a common housing and / or in a common compartment of the rail vehicle.

[0018] It is possible that an auxiliary power converter is connected to the main power converter.

[0019] Such an auxiliary power converter makes it possible to supply auxiliary systems with the voltage necessary for their operation. This allows the auxiliary systems to be operated safely and efficiently.

[0020] It is possible for the auxiliary converter to be integrated into the power converter. This means that the auxiliary converter is located in the same housing or at least in close proximity to the power converter. It is also possible for both the power converter voltage transformer and the auxiliary converter to be integrated into the power converter. In this case, the power converter, the power converter voltage transformer, and the auxiliary converter are located in a single housing or at least in a corresponding compartment of a rail vehicle. This allows the components to be compactly arranged in a housing or technical compartment, leaving sufficient space in the rail vehicle for passengers or other technical equipment.

[0021] It is possible that the auxiliary power converter for low-power consumers provides three-phase alternating current. This three-phase alternating current can have a voltage of 400 V and a frequency of 50 Hz. It is also possible that the auxiliary power converter can be supplied by an external power source. This external power source can supply the auxiliary power converter with a voltage of 400 V and a frequency of 50 Hz. This would allow, for example, the rail vehicle to be supplied with electrical power in a workshop, and the auxiliary systems to be operated accordingly.

[0022] It is possible that the rail vehicle includes supercapacitors designed to buffer energy within the vehicle. This energy can be stored by the supercapacitors for emergency power consumers and / or switching operations. It is possible that the rail vehicle contains multiple supercapacitors configured as energy buffers.

[0023] Consumers electrically connected to the supercapacitors can therefore be operated continuously and without risk of malfunction, even during switching operations.

[0024] When the rail vehicle is switched on, the vehicle voltage converter first supplies the DC electrical system with energy from the traction battery before the power converter is activated.

[0025] This method makes it possible to supply the DC electrical system with electric current without requiring a voltage source other than the traction battery.

[0026] The power converter is activated from the DC electrical system via the power converter voltage converter.

[0027] This allows the power converter to be easily activated via the existing DC electrical system, and no additional technical equipment is required.

[0028] It is possible that after activation of the power converter, the power converter is supplied with energy directly from the traction battery.

[0029] Direct means that the power converter is supplied with energy from the traction battery without any significant electrical components other than electrical cables being located between the power converter and the traction battery. This ensures a straightforward and direct power supply to the power converter from the traction battery.

[0030] It is possible that after the activation of the power converter, the DC electrical system is supplied with energy via the power converter and the traction battery.

[0031] This ensures that the DC electrical system is supplied with energy in a simple and reliable manner.

[0032] A traction battery voltage converter can be located between the traction battery and the vehicle's voltage converter. The traction battery voltage converter can be electrically connected to the vehicle's voltage converter, the traction battery, and the battery management system. It is possible for the vehicle's voltage converter to be powered up using electrical energy from the traction battery via the traction battery voltage converter.

[0033] The traction battery voltage converter can operate at a power output of 250W. The vehicle voltage converter can operate at a power output of 2kW. The vehicle voltage converter can operate at a power output that is 4 to 12 times greater than that of the traction battery voltage converter. It is possible for the vehicle voltage converter to operate at a power output that is 6 to 10 times greater than that of the traction battery voltage converter.

[0034] It is possible that when the power converter is supplied from the traction battery, the vehicle voltage converter is switched to a hot standby mode.

[0035] In hot standby mode, the vehicle voltage converter can supply the DC electrical system with power within a short time without a lengthy start-up process. If the power converter fails, the DC electrical system can be supplied seamlessly by the vehicle voltage converter in hot standby mode. This ensures the safe operation of the rail vehicle.

[0036] This allows the rail vehicle to be operated in an energy-efficient and economical manner after the power converter has been started up.

[0037] It is possible that the switching-on process of the rail vehicle is controlled by a battery management system.

[0038] Central control of the power-on process ensures that the power-on process of the rail vehicle can be carried out without disruption, and the battery management system can be easily and centrally repaired in case of a defect.

[0039] It is possible that one, several or all of the previously described process steps are initiated and / or carried out by the battery management system.

[0040] It is possible that the battery management system is started up using energy provided by the traction battery.

[0041] The battery management system can be started up using energy supplied by the traction battery via the traction battery voltage converter.

[0042] By starting up the battery management system using energy supplied by the traction battery, no additional battery is required. This allows for a technically simple design of the rail vehicle.

[0043] It is possible that the vehicle voltage converter is supplied with a voltage of 24-110V via the traction battery voltage converter during the starting process.

[0044] The network between the traction battery voltage converter and the vehicle voltage converter, as well as the network between the traction battery voltage converter and the power converter, preferably has a voltage of 700-950V during normal operation after the system has been started up.

[0045] The invention is explained in more detail in the following figures. These show: Figure 1: A rail vehicle with a railcar which has a traction battery and a power converter, Figure 2: a rail vehicle with two railcars, Figure 3: a method for starting up a rail vehicle, Figure 4: a detailed illustration of a power converter and a traction battery.

[0046] The Figure 1Figure 1 shows a rail vehicle 12 with a railcar 13. The railcar 13 has several wheels 15. The railcar 13 has two traction systems 10. The two traction systems 10 are connected to the DC electrical system 7. The DC electrical system 7 has a voltage between 24 and 110 V. The traction systems 10 are identical. The traction systems 10 have a power converter 6 and a vehicle voltage converter 2. Both the power converter 6 and the vehicle voltage converter 2 are equipped with a 24 V to 110 V DC output. The vehicle voltage converter 2 and the power converter 6 are each connected to the DC electrical system 7 via the 24 V to 110 V DC output 11. The vehicle voltage converter 2 is electrically connected to the traction battery 8. The traction battery 8 is equipped with a battery management system 1.The power converter 4 is electrically directly connected to the traction battery 8. The power converter 4 also includes an auxiliary converter 5. The auxiliary converter 5 provides three-phase alternating current for low-power consumers (not shown). The three-phase alternating current of the auxiliary converter 5 has a voltage of 400 V and a frequency of 50 Hertz. In this case, the rail vehicle 12 consists of a railcar 13. It is possible that a railcar 13 contains only one traction system 10, or that it contains several traction systems 10.

[0047] The Figure 2 Figure 12 shows a rail vehicle with two rail vehicle cars 13. Each rail vehicle car 13 is analogous to the rail vehicle car 13 from the... Figure 1 . In the Figure 2 are two rail vehicle wagons 13 from the Figure 1connected by a coupling 14. The details of the respective railcar 13 are in the Figure 1 as well as the character description to the Figure 1to be deduced. In this case, the rail vehicle 12 consists of two railcars 13. However, it is possible that the rail vehicle 12 consists of a plurality of railcars 13. It is possible that each railcar 13 has at least one traction system 10. It is also possible that the rail vehicle 12 includes unpowered railcars. The unpowered railcars do not include a traction system 10. It is possible that the powered railcars 13 of the rail vehicle 12 are designed as end cars and that unpowered intermediate cars are located between the end cars. It is also possible that the powered railcars 13 of the rail vehicle 12 are designed as intermediate cars and that the two end cars of the rail vehicle 12 are unpowered.It is possible that a power converter 4 of another traction system 10 on the railcar 13 is powered up via the traction battery 8, the vehicle voltage converter 2, and the DC electrical system 7 of one traction system 10. The power converter 4 of the other traction system 10 is then powered up via the DC electrical system 7. It is also possible that a power converter 4 of another traction system 10 on a different railcar 13 is powered up via the traction battery 8, the vehicle voltage converter 2, and the DC electrical system 7 of one traction system 10 on a railcar 13.

[0048] The Figure 3 Figure 12 shows a procedure for starting up a rail vehicle. The procedure comprises the following steps: A: Starting up the battery management system 1 and / or the vehicle voltage converter 2 with energy supplied from the traction battery 8, wherein the energy is supplied in particular via the traction battery voltage converter 3, B: Supplying the DC electrical system 7 with energy from the traction battery 8 via the vehicle voltage converter 2, C: Activating the power converter 4 via the power converter voltage converter 6 from the DC electrical system 7, D: After activation of the power converter 4, supplying the power converter 4 directly from the traction battery 8 with energy, wherein the electrical system between the traction battery 8 and the power converter 4 preferably has a voltage between 700 V and 950 V, E: Supplying the DC electrical system 7 with energy through the power converter 4 when the power converter 4 is supplied with energy from the traction battery 8, F: Switching the vehicle voltage converter 2 to hot standby operation,when the power converter 4 is supplied with energy from the traction battery 8 and in turn supplies the DC electrical system 7. The vehicle voltage converter 2 is supplied from the traction battery 8 via the traction battery voltage converter 3, but does not supply any power during normal operation.

[0049] It is possible that one, several or all of steps B - E are initiated and / or performed by a battery management system 1.

[0050] The Figure 4Figure 1 shows a detailed illustration of a power converter 4 and a traction battery 8. The traction battery 8 is electrically connected to the power converter 4 via a 700V–950V network 16. Two switches 18 are arranged in the 700V–950V network 16 between the traction battery 8 and the power converter 4. The traction battery 8 is connected to the battery management system 1 via a 700V–950V network 16. The traction battery 8 is also electrically connected to the traction battery voltage converter 3 via a 700V–950V network 16. The traction battery voltage converter 3 is electrically connected to the battery management system 1 and to the vehicle voltage converter 2 via separate 24V–110V networks 17. The traction battery voltage converter 3 thus converts the voltage from the 700V - 950V network 16 to the voltage in the 24V - 110V network 17. The battery management system 1 is connected to the vehicle voltage converter 2 via the 700V - 950V network 16.The vehicle voltage converter 2 supplies electrical energy to the DC electrical system 7 via the 24V - 110V network 17 and its DC output 11. The vehicle voltage converter 2 is connected to the power converter 6 of the power converter 4 via the 24V - 110V network 17. The power converter 6 is electrically connected to the auxiliary power converter 5.

[0051] The start-up of the rail vehicle 12 proceeds as follows: The vehicle voltage converter 2 is started by the traction battery voltage converter 3 using energy from the traction battery 8. Once the vehicle voltage converter 2 has started, it is supplied with a 700V - 950V voltage 16 via the battery management system 1. Subsequently, the vehicle voltage converter 2 supplies the 24V - 110V network 17 between the vehicle voltage converter 2 and the power converter 4 with electrical energy. The power converter 4 is started via the power converter voltage converter 6 with electrical energy from the 24V - 110V network 17 supplied by the vehicle voltage converter 2. The power converter voltage converter 6 supplies the auxiliary power converter 5 with electrical current. After the power converter 4 is started, the power converter 4 is supplied with electrical energy directly from the traction battery 8 via the 700V - 950V network 16.Switches 18 are closed when power converter 2 is started.

[0052] The start-up of the rail vehicle 12 proceeds as follows: The vehicle voltage converter 2 is started by the traction battery voltage converter 3 using energy from the traction battery 8. Once the vehicle voltage converter 2 has started, it is supplied with a 700V - 950V voltage 16 via the battery management system 1. Subsequently, the vehicle voltage converter 2 supplies the 24V - 110V network 17 between the vehicle voltage converter 2 and the power converter 4 with electrical energy. The power converter 4 is started via the power converter voltage converter 6 with electrical energy from the 24V - 110V network 17 supplied by the vehicle voltage converter 2. The power converter voltage converter 6 supplies the auxiliary power converter 5 with electrical current. After the power converter 4 is started, the power converter 4 is supplied with electrical energy directly from the traction battery 8 via the 700V - 950V network 16.Switches 18 are closed when power converter 2 is started.

Claims

1. Method for switching on a DC on-board power supply system of a rail vehicle (12), comprising a traction battery (8) and a power converter (4), wherein the power converter (4) can be supplied with electrical current by the traction battery (8), wherein the power converter (4) is connected to a DC on-board power supply system (7) by a power converter voltage converter (6), wherein a vehicle voltage converter (2) is arranged between the traction battery (8) and the DC on-board power supply system (7), which is designed as a DC / DC low-power voltage converter, characterized in that first the vehicle voltage converter (2) supplies the DC on-board power supply system (7) with energy from the traction battery (8) before the power converter (4) is activated, wherein the power converter (4) is activated via the power converter voltage converter (6) from the DC on-board power supply system (7).

2. Method according to claim 1, characterized in that the DC on-board power supply system (7) has a voltage in the range of 24-110V.

3. Method according to one of the preceding claims, characterized in that the power converter voltage converter (6) is integrated in the power converter (4).

4. Method according to one of the preceding claims, characterized in that an auxiliary converter (5) is connected to the power converter (4).

5. Method according to one of the preceding claims, characterized in that the rail vehicle (12) comprises SuperCaps, which are designed such that energy can be buffered in the rail vehicle (12) by the SuperCaps, in particular for emergency consumers and / or for changeover processes.

6. Method according to one of the preceding claims, characterized in that after activation of the power converter (4), the power converter (4) is supplied with energy directly from the traction battery (8).

7. Method according to claim 6, characterized in that after the activation of the power converter (4), the DC on-board power supply system (7) is supplied with energy via the power converter (4) and the traction battery (8).

8. Method according to claim 7, characterized in that when the power converter (4) is supplied from the traction battery (8), the vehicle voltage converter (2) is switched to a hot-standby-mode.

9. Method according to one of the preceding claims, characterized in that a battery management system (1) controls the switch-on process of the rail vehicle (12).

10. Method according to claim 9, characterized in that the battery management system (1) is started up with energy provided by the traction battery (8).