RAIL VEHICLE

Description

[0001] The invention relates to a rail vehicle, in particular a rail vehicle for regional and long-distance transport.

[0002] Rail vehicles for regional and long-distance transport are increasingly being equipped with traction batteries and, where applicable, supplementary fuel cell systems to power, in particular, one of the vehicle's drive systems. This enables the operation of rail vehicles even on non-electrified sections of a rail network and thus allows for the replacement of previously used rail vehicles with internal combustion engines.

[0003] The additional components required for storing and, if necessary, generating electrical energy, compared to rail vehicles operating exclusively on fully electrified sections, are quite large and must be distributed throughout the rail vehicle's carriages. However, placing these components in the passenger compartments should be avoided. Instead, the aim is to locate all components in the underfloor area between the bogies and in the roof area of ​​the carriages.

[0004] The traction batteries, in particular, are distributed across several cars due to their large volume and weight. To exchange energy, the traction batteries are connected to each other via electrical cables running between the cars, a connection that can be interrupted, for example, by controllable switches. Because of the typical DC voltage of greater than 1 kV in the traction batteries, these cables are subsequently referred to as high-voltage lines.

[0005] International Publication WO 2018 / 103901 A1 discloses an arrangement for a transition of lines between cars of a vehicle, in particular a rail vehicle, in which line modules of different supply types are guided along a coupling rod that mechanically couples adjacent cars, one of the line modules serving for the transmission of electrical energy. International Publication WO 2017 / 133993 A1 also discloses a vehicle, in particular a rail vehicle, in which a flexible high-voltage line is guided by means of a cable guide in the area of ​​a gap between coupled car bodies, the cable guide comprising a plurality of mechanically coupled guide elements.

[0006] German patent application DE 10 2018 106 961 A1 discloses a modular system for forming a rail vehicle, wherein at least one single-deck car body and at least one double-deck car body each have a connection area at at least one end, which in particular includes a power transmission connection. European patent application EP 3 626 509 A1 discloses a rail vehicle with at least one first and one second end car, wherein a grid converter arranged in the first end car supplies a first traction converter in the first end car via a first DC link and supplies a second traction converter in the second end car via a second DC link.

[0007] European patent application EP 3 078 561 A1 discloses a rail vehicle with a modular arrangement of storage tanks for a fuel gas. European patent application EP 1 514 759 A1 further discloses a bogie between two cars of a rail vehicle, to which a connecting cable or a connecting pipe is arranged.

[0008] The object of the invention is to provide a rail vehicle that enables optimal use of the roof areas of carriages for the arrangement of components, in particular the drive system of the rail vehicle. This object is achieved by the rail vehicle with the features of the independent claim.

[0009] The rail vehicle according to the invention comprises at least two carriages, wherein the ends of adjacent carriages are supported on a common Jacobs bogie, and an electric drive system, wherein the drive system has at least two traction batteries arranged on different carriages, and wherein the traction batteries are connected via at least one high-voltage line. The rail vehicle is characterized in that a section of the at least one high-voltage line is routed over the Jacobs bogie.

[0010] By routing the one or more high-voltage lines connecting the traction batteries distributed over several cars, it is advantageous to provide less space for routing these electrical lines in the respective roof area of ​​the cars, so that more space is available in the roof areas for arranging components of the drive system.

[0011] Jacobs bogies are widely used in multiple units for regional and long-distance transport. They offer the advantage that adjacent cars, or rather their car bodies, can be supported on a common bogie, thus eliminating the need for a separate bogie for each car and reducing the total number of bogies in the train. At the same time, the Jacobs bogie allows for relative movement between the cars, such as that which occurs when negotiating curves.

[0012] The rail vehicle according to the invention comprises, for example, two cars, each configured as an end car with its own driver's cab. At one end of the car, where the driver's cab is located, the cars are supported, for example, by a separate bogie, while at the other end, where a gangway is provided allowing passengers to move between the passenger compartments of the two cars, they are supported by a common Jacobs bogie. If, in addition to the two end cars, the rail vehicle includes one or more intermediate cars, each of their ends is supported by a Jacobs bogie.

[0013] The Jacobs bogie can be configured either as a running bogie, whose two wheelsets are typically unpowered, or as a powered bogie with at least one powered wheelset. Similarly, the other bogies can be configured as either running bogies or powered bogies. A wheelset typically comprises a rigid axle with two wheels fixed to it, which rest on rails.

[0014] The electric drive system of the rail vehicle comprises, in addition to the traction batteries, at least a number of traction converters and a plurality of traction motors, which drive a respective wheelset in the bogies via a gearbox or directly. If the rail vehicle is to be connected to an electrical supply network, for example an overhead line arranged along a section of track, the drive system additionally comprises at least one pantograph and, depending on the supply voltage, possibly also a transformer and a grid converter.

[0015] According to a further development of the rail vehicle, the drive batteries are each arranged in an underfloor area of ​​one of the carriages.

[0016] By arranging the drive batteries in the underfloor area of ​​the vehicles, the high-voltage line connecting them can advantageously have a relatively short length.

[0017] According to the invention, the drive system further comprises at least two fuel cell systems arranged on different vehicles, each fuel cell system comprising at least one fuel cell stack and at least one fuel tank, and each of the fuel cell systems supplying at least one of the drive batteries with electrical energy.

[0018] According to the invention, the fuel cell systems are each arranged in a roof area of ​​one of the vehicles.

[0019] The fuel tanks and containers in which the fuel cell stack(s) and their electrical auxiliary equipment, including, for example, cooling devices, are arranged, are preferably located in the roof area of ​​the carriages, particularly to ensure that escaping fuel, such as hydrogen, does not pose a potential danger to passengers. Due to the routing of the at least one high-voltage line over the Jacobs bogie according to the invention, more space is advantageously made available in the roof area for arranging these components of the fuel cell systems.

[0020] According to a further development of the rail vehicle, the section of at least one high-voltage line is terminated at a respective interface in a respective underfloor area of ​​the adjacent cars.

[0021] The section of at least one high-voltage line is terminated at a respective interface in the underfloor area of ​​the carriages, so that it runs from the interface in one carriage, across the Jacobs bogie, to the interface in the other carriage. To accommodate relative movements of the carriages without damage, the section is provided with additional length in the respective transition area between the bogie frame and the carriage. Preferably, the section is guided centrally across the transitions, for example, by being attached centrally or largely centrally to a crossbeam of the bogie frame and to the underfloor of the carriage, with the attachment being effected, for example, by means of a respective clamp.

[0022] According to a further development of the rail vehicle, the section containing at least one high-voltage line is additionally protected against environmental influences exclusively in a respective transition area between the carriage.

[0023] Such supplementary protection, for example against moisture, can be achieved by means of an additional sheathing of the respective cable section, which is sealed at the respective block clamp on the bogie frame and the underfloor. However, corresponding protection over the further length of the section, particularly the length guided within the Jacobs bogie, is not provided in order to allow largely unimpeded heat dissipation from the cable.

[0024] According to a further development, the section of at least one high-voltage line in the Jacobs bogie is guided at least predominantly along a longitudinal beam of the bogie frame of the Jacobs bogie.

[0025] For example, if there are two high-voltage lines, they can preferably be guided parallel or largely parallel along one longitudinal beam of the bogie frame, or alternatively, both can be guided along different longitudinal beams of the bogie frame.

[0026] According to a further development of the rail vehicle based on the above further development, the section of at least one high-voltage line is at least partially electromagnetically shielded from low-voltage lines and / or low-voltage components arranged in the Jacobs bogie.

[0027] Such shielding against electromagnetic radiation, such as that emitted by high-voltage lines, can be achieved, for example, by means of a grounded structure made of an electrically conductive material, particularly a metal. This structure can also be designed to guide the high-voltage lines along the bogie frame. Low-voltage components requiring protection include, for example, speed sensors and acceleration sensors.

[0028] According to a further development of the rail vehicle based on the two preceding developments, the bogie frame of the Jacobs bogie is designed to be internal, with the longitudinal beams arranged between the wheels of each wheelset.

[0029] The rail vehicle according to the invention is described below using an exemplary embodiment. This shows Fig 1 schematically shows a rail vehicle with two carriages.

[0030] FIG. 1 schematically shows a side view of a rail vehicle configured as a multiple unit train (DT). The DT comprises two cars, each configured as an end car EW1, EW2, with a driver's cab FS and a passenger compartment FGR. The passenger compartments FGR of the two cars EW1, EW2 are connected at their facing ends by a gangway WUE. The cars EW1, EW2, or rather their car bodies WK, are supported by a total of three bogies. In the area of ​​the driver's cab FS, each car has a powered bogie TDG with two driven wheelsets. In the area of ​​the gangway WUE, the cars EW1, EW2 rest on a common Jacobs bogie JDG, which is configured as a running bogie LDG without driven wheelsets. The three bogies, in turn, rest on rails (not shown) on which the rail vehicle can travel in the direction of travel FR.

[0031] Cars EW1 and EW2 each have a drive unit, the main components of which are located in the roof area (DB) and the underfloor area (UB) of the respective car body (WK). For example, the cars are symmetrically constructed, with the components arranged in the same locations on the car bodies (WK).

[0032] Firstly, each drive unit has a traction converter (TSR) located in the underfloor area (UB) of the car body (WK). This converter is supplied with electrical energy by a traction battery (AB), also located in the underfloor area (UB), and supplies, for example, traction motors located in the bogie (TDG) of car EW1, EW2, which drive the wheelsets directly or via a gearbox.

[0033] The traction batteries AB are supplied with electrical energy by a respective fuel cell system BS. Each fuel cell system BS comprises, for example, a fuel tank BT in which gaseous or liquid hydrogen can be stored, and at least one fuel cell BZ. The fuel cell BZ serves to generate electrical energy using supplied fuel and a reaction gas, such as oxygen from the ambient air. In addition to a fuel cell stack in which the electrochemical processes take place, the fuel cell BZ includes auxiliary components such as a compressor, a cooling system, and a DC-DC converter for voltage adjustment. These components associated with the fuel cell BZ are, for example, arranged in a common container. Both this container and the fuel tank BT are located in the roof area DB of cars EW1 and EW2.

[0034] In addition to the fuel cell system BS, further electrical components such as, in particular, an air conditioning unit AC for air conditioning the passenger compartment FGR and an auxiliary converter HBU for supplying further auxiliary systems for the operation of the train set TZ are arranged in the respective roof area DB of the cars EW1 and EW2.

[0035] The traction batteries AB in the underfloor area UB of the respective cars EW1 and EW2 are electrically connected to each other via two electrical cables or high-voltage lines HL. This connection can be opened and closed, for example, by switches (not shown). A schematically depicted section of the two high-voltage lines HL is terminated at an interface SS in the underfloor area UB of the respective car body WK, for example, at an electrical plug connection. From these interfaces SS, the high-voltage lines HL are routed via a transition LUE and through the Jacobs bogie JDG. The section in the respective area of ​​the transition LUE is of sufficient length to allow for movements of the Jacobs bogie JDG relative to the car body WK without causing damage.Preferably, the high-voltage lines HL are routed centrally in the transverse direction of the car body WK or Jacobs bogie JDG. A corresponding central attachment of the high-voltage lines HL to the car body WK and, for example, to a crossbeam of the bogie frame DGR, can be achieved using clamps. Preferably, the high-voltage cables HL are provided with an additional protective sheathing in the area of ​​the line transition LUE to prevent potential damage to the lines, for example, due to ballast or moisture.

[0036] In the bogie frame DGR of the Jacobs bogie JDG, the high-voltage lines HL are guided along a longitudinal beam, preferably for a significant portion of their length, and clamps can again be used for fastening them to the longitudinal beam. This provides, in particular, protection for the high-voltage lines HL against mechanical damage, so that no additional sheathing is required in this area. If the high-voltage lines are routed near low-voltage components or low-voltage lines in the bogie frame DGR, additional shielding can be provided to prevent electromagnetic interference. Such shielding can, for example, consist of a grounded sheet metal.

Claims

1. Rail vehicle (TZ), comprising: - at least two cars (EW1, EW2), wherein car ends of adjacent cars (EW1, EW2) are supported on a common Jacobs bogie (JDG), and - an electrical drive system, wherein the drive system has at least two drive batteries (AB), which are arranged on different cars (EW1, EW2), and wherein the drive batteries (AB) are connected via at least one high-voltage line (HL), characterised in that - a section of the at least one high-voltage line (HL) is guided via the Jacobs bogie (JDG), - the drive system further has at least two fuel cell systems (BS) that are arranged on different cars (EW1, EW2), wherein each fuel cell system (BS) has at least one fuel cell stack (BZ) and at least one fuel cell tank (BT), and wherein each of the fuel cell systems (BS) feeds at least one of the drive batteries (AB) with electrical energy, and - the fuel cell systems (BS) are in each case arranged in a roof region (DB) of one of the cars (EW1, EW2).

2. Rail vehicle (TZ) according to claim 1, characterised in that the drive batteries (AB) are each arranged in an underfloor region (UB) of one of the cars (EW1, EW2).

3. Rail vehicle (TZ) according to one of the preceding claims, characterised in that the section of the at least one high-voltage line (HL) is terminated at a respective interface (SS) in a respective underfloor region (UB) of the adjacent cars (EW1, EW2).

4. Rail vehicle (TZ) according to one of the preceding claims, characterised in that the section of the at least one high-voltage line (HL) is exclusively protected from environmental influences on a supplementary basis in a respective transition region (LUE) between the cars (EW1, EW2).

5. Rail vehicle (TZ) according to one of the preceding claims, characterised in that the section of the at least one high-voltage line (HL) in the Jacobs bogie (JDG) is guided at least predominantly along a longitudinal support of the bogie frame (DGR) of the Jacobs bogie (JDG).

6. Rail vehicle (TZ) according to claim 5, characterised in that the section of the at least one high-voltage line (HL) is at least partially electromagnetically shielded from low-voltage lines guided in the Jacobs bogie (JDG) and / or low-voltage components arranged therein.

7. Rail vehicle (TZ) according to claim 5 or 6, characterised in that the bogie frame (DGR) of the Jacobs bogie (JDG) is embodied as lying on the inside, wherein the longitudinal supports are arranged between wheels of a respective wheelset.