Electrical system for a rail vehicle

Abstract

The electrical system according to the invention for a rail vehicle comprises at least a first bus bar, a second bus bar and a battery bus bar, to each of which bus bars auxiliary systems and / or loads are connected, at least two electrical system converters, at least two electrical system batteries connected to one electrical system converter each, and a control device for controlling at least the electrical system converters. The invention is characterized in that the electrical system converters all have the same electrical design and each comprise at least an input-side first power converter having potential isolation, a potential-free DC link, an output-side second power converter, and a bidirectional battery charging device having potential isolation. The invention is also characterized in that the control device is designed to connect at least a first of the electrical system converters to the first bus bar and to control the second power converter of said electrical system converter such that said second power converter converts a direct voltage of the DC link into a first three-phase alternating voltage for the first bus bar, and to connect at least a second of the electrical system converters to the second bus bar and to control the second power converter of said electrical system converter such that said second power converter converts the direct voltage into a second three-phase alternating voltage for the second bus bar.

Description

[0001] Description

[0002] On-board power system for a rail vehicle

[0003] The invention relates to an electrical on-board power supply system for a rail vehicle, a method for controlling an on-board power supply system according to the invention, a rail vehicle comprising at least one on-board power supply system according to the invention, a use of an on-board power supply system according to the invention in a rail vehicle, and an on-board power supply converter for an on-board power supply system according to the invention.

[0004] In rail vehicles, and particularly in multiple-car trains for passenger transport, several so-called on-board power supply busbars of an on-board power supply system are often used to supply electrically operated auxiliary devices and consumers distributed throughout the cars with electrical energy. These busbars carry different constant or frequency-variable three-phase alternating voltages, such as 480 V, 60 Hz and 400 V, 50 Hz. The busbar for the example, in particular frequency-variable, 480 V, 60 Hz three-phase alternating voltage usually comprises three phase conductors, to which auxiliary devices such as coolers, fans, pumps or compressors are connected. The busbar for the example constant 400 V, 50 Hz three-phase alternating voltage, on the other hand, comprises, in addition to the three phase conductors (or phases L1, L2 and L3), a neutral conductor (or neutral conductor).N-conductor) to which consumers requiring such a neutral conductor, such as the on-board kitchen, as well as low-power consumers operated with one phase, such as 230 V, 50 Hz sockets, and lamps for the interior lighting of the passenger compartment, are connected.

[0005] The respective busbars are supplied by means of respective on-board power converters, which convert a supply voltage, for example a DC voltage from a DC intermediate circuit of a traction converter in a rail vehicle drive system or from a DC or AC train busbar, into the required three-phase AC output of the busbar. The supply is redundant, i.e. several on-board power converters, electrically connected in parallel and synchronized with the busbar, jointly feed a respective busbar, so that in the event that one of the on-board power converters is not supplied or fails due to a technical defect, a secure supply to at least some of the auxiliary devices or consumers connected to the respective busbar is guaranteed.

[0006] Due to the different power levels to be provided by the busbars, the on-board power converters are typically also designed differently in terms of their electrical structure. The structure of known on-board power converters and their connections to the busbars is shown as an example in FIG. 9.

[0007] For example, an on-board power converter BNUX, shown on the right in FIG 9, which exclusively feeds a second busbar SS2 with, for example, a 480 V, 60 Hz three-phase AC voltage and a battery busbar BSS with 110 V DC voltage, has a first power converter SRX1 with electrical isolation on the input side and a second power converter SRX2 on the output side, wherein the first power converter SRX1 converts a supply voltage, for example the DC voltage of a DC voltage intermediate circuit of a drive converter, into a DC voltage of the potential-free DC voltage intermediate circuit ZKX and the second power converter SRX2 converts the DC voltage of the DC voltage intermediate circuit ZKX into the 480 V, 60 Hz three-phase AC voltage of the second busbar SS2. A unidirectional battery charger BLGX, which includes a DC-DC converter with potential isolation, is additionally connected to the DC-DC intermediate circuit ZKX.The battery charger BLGX converts the DC voltage of the DC link ZKX into a battery voltage for charging an on-board network battery BNBX connected to the on-board network converter BNUX and for feeding the battery busbar BSS.

[0008] A further on-board power converter BNUY, shown on the left in FIG 9, which additionally feeds a first busbar SS I with a 400 V, 50 Hz three-phase alternating voltage, additionally has a third power converter SRY3 on the output side. This third power converter SRY3 is not connected to the DC voltage intermediate circuit ZKY of the further on-board power converter BNUY, but to its battery charger BLGY, in particular to avoid feedback on a supply network external to the vehicle to which the drive system of the rail vehicle is connected. The input-side connection to the battery charger BLGY is made via a fourth power converter SRY4 with electrical isolation, whereby the electrical isolation is provided for example by means of a transformer.The neutral conductor of the first busbar SS I can, for example, be connected to a star point of this transformer, or alternatively to a capacitive center point of the unspecified potential-free DC link between the third SRY3 and fourth converter SRY4. The third converter SRY3 converts the DC voltage of this DC link into the 400 V, 50 Hz three-phase AC voltage of the first busbar SS I.

[0009] The second busbar SS2 is thus fed by both the on-board power converter BNUX and the additional on-board power converter BNUY, while the first busbar SS I is fed exclusively by the additional on-board power converter BNUY. If, as shown in FIG 2 as an example, a total of four on-board power converters are arranged in the rail vehicle, two of the on-board power converters can be designed to correspond to the on-board power converter BNUX and the other two on-board power converters can correspond to the additional on-board power converter BNUY, so that the second busbar SS2 is redundantly fed by all four on-board power converters, while the first busbar SS I is redundantly fed only by two on-board power converters.

[0010] The connection of the third power converter SRY3 of the further on-board power converter BNUY with the battery charger BLGY or the on-board power battery BNBY enables continued supply of the battery busbar BSS as well as the first busbar SS I from the on-board power battery BNBY in the event that there is no supply voltage at the two on-board power converters. However, continued operation of the consumers connected to the first busbar SS I disadvantageously leads to a high load on the on-board power battery BNBY, so that the consumers connected in particular to the first busbar SS I have to have their power or energy consumption reduced or have to be switched off. Supplementary or supporting supply of the first busbar SS I from the on-board power battery BNBX connected to the on-board power converter BNBX and the second busbar SS2 is not possible in this case.

[0011] The object of the invention is therefore to provide an on-board power supply system for a rail vehicle that eliminates the aforementioned disadvantage. This object is achieved by the on-board power supply system, the method, the rail vehicle, and the on-board power converter with the respective features of the independent patent claims. Further developments of the invention are specified in the respective dependent patent claims.

[0012] The on-board power system according to the invention for a rail vehicle, wherein the rail vehicle comprises a plurality of carriages with a plurality of electrically operated auxiliary devices and consumers arranged in and / or on them, comprises at least a first busbar, a second busbar and a battery busbar, wherein the busbars each extend over at least two carriages of the rail vehicle and auxiliary devices and / or consumers are connected to each of the busbars, at least two on-board power converters, at least two on-board power batteries, wherein the on-board power batteries are each connected to at least one of the on-board power converters, and a control device, wherein the control device is designed to control at least the on-board power converters. The on-board power system is characterized in thatthat all on-board power converters are designed identically with regard to their electrical structure and can each be connected to the first and second busbars, the on-board power converters each comprise at least one input-side first power converter with potential isolation, a potential-free DC intermediate circuit, a second output-side power converter and a bidirectional battery charger with potential isolation, wherein the first power converter is designed to convert an input-side supply voltage into a potential-isolated DC voltage of the DC intermediate circuit, the second power converter is designed to convert the DC voltage of the DC intermediate circuit into a three-phase AC voltage, and the battery charger is designed to convert the DC voltage of the DC intermediate circuit into a battery voltage and the battery voltage into the DC voltage of the DC intermediate circuit,and the control device is designed to connect at least a first of the on-board power converters to the first busbar and to control its second power converter to convert the DC voltage of the DC intermediate circuit into a first three-phase AC voltage for the first busbar, and to connect at least a second of the on-board power converters to the second busbar and to control its second power converter to convert the DC voltage of the DC intermediate circuit into the second three-phase AC voltage for the second busbar. The inventive method for controlling an on-board power system for a rail vehicle, wherein the rail vehicle comprises a plurality of cars with a plurality of electrically operated auxiliaries and consumers arranged in and / or on them, and wherein the on-board power system comprises at least a first busbar, a second busbar and a battery busbar,wherein the busbars each extend over at least two carriages of the rail vehicle and auxiliaries and / or consumers are connected to each of the busbars, at least two on-board power converters, at least two on-board power batteries, wherein the on-board power batteries are each connected to at least one of the on-board power converters, and a control device, wherein the control device is designed to control at least the on-board power converters. The method is characterized in that all on-board power converters are designed identically with regard to their electrical structure and are each connectable to the first and second busbars, the on-board power converters each comprise at least one input-side first power converter with potential isolation, a potential-free DC intermediate circuit, a second output-side power converter, and a bidirectional battery charger with potential isolation,wherein the first power converter is designed to convert an input-side supply voltage into a potential-separated DC voltage of the DC intermediate circuit, the second power converter is designed to convert the DC voltage of the DC intermediate circuit into a three-phase AC voltage, and the battery charger is designed to convert the DC voltage of the DC intermediate circuit into a battery voltage and the battery voltage into the DC voltage of the DC intermediate circuit, and the control device connects at least a first of the on-board power converters to the first busbar and controls its second power converter to convert the DC voltage of the DC intermediate circuit into a first three-phase AC voltage for the first busbar, and connects at least a second of the on-board power converters to the second busbar and controls its second power converter,to convert the DC voltage of the DC link into the second three-phase AC voltage for the second busbar.

[0013] The rail vehicle according to the invention comprises at least one on-board power supply system according to the invention and is designed in particular as a multiple unit with a plurality of carriages for passenger transport, wherein in one of the carriages in particular an on-board kitchen supplied by means of the first busbar is arranged.

[0014] The inventive use of an on-board power supply system according to the invention serves to supply electrically operated auxiliary devices and / or consumers in and / or on wagons of a rail vehicle.

[0015] The on-board power converter according to the invention for an on-board power system of a rail vehicle is characterized in that the on-board power converter comprises at least one input-side first power converter with potential separation, a potential-free DC intermediate circuit, a second output-side power converter and a bidirectional battery charger with potential separation, wherein the first power converter is designed to convert an input-side supply voltage into a potential-separated DC voltage of the DC intermediate circuit, the second power converter is designed to convert the DC voltage of the DC intermediate circuit into a three-phase AC voltage, and the battery charger is designed to convert the DC voltage of the DC intermediate circuit into a battery voltage and the battery voltage into the DC voltage of the DC intermediate circuit, and the on-board power converter is provided with a first busbar,a second busbar, a battery busbar, an on-board power supply battery and a control device of the on-board power supply system.,

[0016] The identical design according to the invention of all on-board power converters of the on-board power system and the possibility of being able to connect them to both the first and the second busbar under the control of the control device advantageously enables a flexible, demand-dependent and reliable supply of the busbars to supply the electrical auxiliaries and consumers connected to them, in particular in the event of an exemplary failure of the input-side supply of one or more on-board power converters.

[0017] The busbars extend across at least two cars of the rail vehicle, but preferably across all cars of the rail vehicle or across all cars in which auxiliary systems and / or consumers, as well as on-board power converters feeding the busbars, are located. The busbars are continuous during operation of the on-board power system, i.e., they are electrically closed across all cars and between the car junctions.

[0018] The on-board power converters can be distributed across at least two carriages of the rail vehicle, with, for example, a first and a second of the on-board power converters being arranged together in a first carriage, while a further first and a further second of the on-board power converters are arranged together in a second carriage. For example, the on-board power converters can each be arranged in a carriage in which a drive converter or drive power converter of the drive system of the rail vehicle is also arranged. In particular, if the on-board power converters are each fed with a supply voltage from a DC link of a drive converter, this can result in short cable routing and, if appropriate, an arrangement of both the drive converter and the on-board power converter(s) in a common housing or container.

[0019] The on-board power supply batteries can each be connected to battery chargers of one or more on-board power supply converters. For example, if two on-board power supply converters are arranged in a vehicle, their two bidirectional battery chargers can be connected to a common on-board power supply battery, which is preferably arranged in the same vehicle. Alternatively, each on-board power supply converter can be connected exclusively to one on-board power supply battery.

[0020] The control device can be designed as a separate control device of the rail vehicle specifically for controlling on-board power converters, but is preferably designed as a component of a central control device, for example the so-called central control unit (abbreviated ZSG), or a drive control device, for example the so-called drive control unit (abbreviated ASG).

[0021] The control device preferably controls the at least one first on-board power converter to generate the first three-phase alternating voltage with a first voltage level and a first frequency, and the at least one second on-board power converter to generate the second three-phase alternating voltage with a second voltage level and a second, in particular variable, frequency. The first three-phase alternating voltage has, for example, a constant voltage of 400 V and a frequency of 50 Hz, which is used, for example, to supply electrical consumers for the comfort of people or passengers transported in the rail vehicle, wherein these consumers can in particular be equipment in an on-board galley, sockets and lighting for the passenger compartments. The respective second power converter of the on-board power converter is preferably designed as a power converter that can be controlled by the control device.A parameterizable pulse-controlled inverter is used, which converts a DC voltage from the DC link into the first or second three-phase AC voltage. In particular, a controlled pulse-controlled inverter enables flexible adjustment of the voltage level and the frequency of the generated three-phase AC voltage.

[0022] According to a further development of the invention, the on-board power converters each comprise a number of switches, wherein the respective number of switches is designed to connect the respective second power converter to the first or the second busbar, and wherein the control device is designed to control the switching of the respective number of switches.

[0023] The respective number of switches can be one, in which case the switch is designed as a changeover or changeover switch, or two, in which case a separate switch is assigned to each connection to the first and second busbars. These multiple switches are switched by the control device, for example, synchronously or at different times.

[0024] According to a further development of the invention, in the event that no supply voltage is applied to the respective first power converter of the at least one first and at least one second on-board power converter or the supply voltage cannot be converted by the respective first power converter into the DC voltage of the respective DC voltage intermediate circuit, the control device is designed to control the respective battery charger to convert the voltage of the respectively connected on-board power battery into the DC voltage of the DC voltage intermediate circuit. The bidirectional battery charger and the corresponding control by the control device advantageously enable uninterrupted or almost uninterrupted supply of the DC voltage intermediate circuit of the respective on-board power converter and thus continuation of the supply of the busbar respectively connected to the on-board power converter.

[0025] The case that no supply voltage is applied to the first power converter of the respective on-board power converter can be caused, for example, by the fact that the drive system providing the supply voltage or its drive converter itself is not supplied, for example due to a separation of the drive system from a vehicle-external supply system, or that there is a fault in the drive system itself.

[0026] According to a further development of the invention, the control device is designed to control the number of switches, to disconnect the second power converter of the at least one second of the on-board power converters from the second busbar and then to connect it to the first busbar, and to end the control of the second power converter for converting the DC voltage of the DC voltage intermediate circuit into the second three-phase AC voltage before disconnecting from the second busbar, and to start the conversion into the first three-phase AC voltage after connecting to the first busbar.

[0027] The inventive ability to connect the on-board power converters to both the first and the second busbar advantageously makes it possible, in the above-mentioned case of no supply voltage being applied to the first power converters of the on-board power converters, to flexibly prioritize the supply to the first busbar over the second busbar. In particular, this allows a larger number of on-board power supply batteries to be used to power the first busbar and the loads connected to it, so that the load is advantageously distributed across a correspondingly larger number of on-board power supply batteries, and a higher amount of energy is available stored in the on-board power supply batteries.

[0028] According to a further development of the invention, the on-board power supply batteries are each connected to the battery charger of the at least one connected on-board power supply converter and to the battery busbar.

[0029] In addition to supplying the DC link of the on-board power converter in the above-mentioned case of no supply voltage being applied to its first converter, this also enables supplying the battery busbar.

[0030] According to a further development of the invention, the second power converter of all on-board power converters is each designed as a bidirectional power converter, wherein the second power converter is additionally designed to convert the first three-phase alternating voltage and the second three-phase alternating voltage into the direct voltage of the direct voltage intermediate circuit.

[0031] The bidirectional design of the second power converter of the on-board power converter makes it possible to convert the three-phase alternating voltages of the busbars into the direct voltage of the direct voltage intermediate circuit, whereby the on-board power supply battery of the on-board power converter affected by the above-mentioned case can advantageously continue to be charged and the battery busbar can be fed by this on-board power converter or the on-board power supply battery connected to it.

[0032] According to a further development of the invention based on the above development, if no supply voltage is applied to the first power converter of one of the first on-board power converters or if the supply voltage cannot be converted into the DC voltage of the DC intermediate circuit by the first power converter, the control device is designed to control the second power converter of this first on-board power converter, to convert the first three-phase AC voltage into the DC voltage of the DC intermediate circuit, and / or if no supply voltage is applied to the first power converter of one of the second on-board power converters or if the supply voltage cannot be converted into the DC voltage of the DC intermediate circuit by the first power converter, the control device is designed to control the second power converter of this second on-board power converter,to convert the second three-phase alternating voltage into the direct voltage of the DC link.

[0033] The bidirectional design of the second power converter of the on-board power converter thus advantageously enables an on-board power converter that is no longer supplied via its first power converter to be supplied by one or more additional on-board power converters connected to the same busbar, so that it can continue to charge the connected on-board power battery.

[0034] According to a further development of the invention, if no supply voltage is applied to the first power converter of the at least one first on-board power converter or if the supply voltage cannot be converted into the DC voltage of the DC intermediate circuit by its first power converter, the control device is designed to control the number of switches of the first on-board power converter, to disconnect the second power converter from the first busbar and then connect it to the second busbar, and to control the second power converter, to convert the second three-phase AC voltage into the DC voltage of the DC intermediate circuit, or to control the number of switches of the at least one second on-board power converter, to disconnect the second power converter from the second busbar and then connect it to the first busbar, to control the second power converter,to convert the DC voltage of the DC intermediate circuit into the first three-phase AC voltage, and to control the second converter of the first on-board power converter to convert the first three-phase AC voltage into the DC voltage of the DC intermediate circuit.

[0035] Again, the bidirectional design of the second power converter of the on-board power converter enables a first on-board power converter that is no longer supplied via its first power converter to be supplied by one or more second on-board power converters via the second or the first busbar.

[0036] According to an alternative development of the invention to the above development, if no supply voltage is applied to the first power converter of the at least one second on-board power converter or if the applied supply voltage cannot be converted into the DC voltage of the DC intermediate circuit by its first power converter, the control device is designed to control the number of switches of the second on-board power converter, to disconnect the second power converter from the second busbar and then connect it to the first busbar, and to control the second power converter, to convert the first three-phase AC voltage into the DC voltage of the DC intermediate circuit, or to control the number of switches of the at least one first on-board power converter, to disconnect the second power converter from the first busbar and then connect it to the second busbar, to control the second power converter,to convert the DC voltage of the DC intermediate circuit into the second three-phase AC voltage, and to control the second power converter of the second on-board power converter to convert the second three-phase AC voltage into the DC voltage of the DC intermediate circuit.

[0037] According to the above development, the bidirectional design of the second power converter of the on-board power converter enables a second on-board power converter that is no longer supplied via its first power converter to be supplied by one or more first on-board power converters via the first or second busbar.

[0038] According to a further development, the first busbar has three phase conductors and one neutral conductor, and the second busbar has only three phase conductors.

[0039] The neutral conductor of the first busbar can, for example, be connected to a capacitive center point of the potential-free DC link.

[0040] The invention is explained below using exemplary embodiments. In the following:

[0041] FIG 1 shows a rail vehicle with an on-board power system according to the invention with two on-board power converters,

[0042] FIG 2 shows a rail vehicle with an on-board power system according to the invention with four on-board power converters,

[0043] FIG 3 inventive on-board power converter in normal operation,

[0044] FIG 4 shows the on-board power converters according to the invention of the rail vehicle of FIG 1 in an emergency operation of both on-board power converters,

[0045] FIG 5 shows the on-board power converters according to the invention of the rail vehicle of FIG 2 in an emergency operation of all on-board power converters,

[0046] FIG. 6 shows the inventive on-board power converters of the rail vehicle of FIG. 1 with the first on-board power converter in emergency operation, FIG. 7 shows the inventive on-board power converters of the rail vehicle of FIG. 2 with the second and third on-board power converters in emergency operation, FIG. 8 shows the inventive on-board power converters of the rail vehicle of FIG. 2 with the second and third on-board power converters in emergency operation and an alternative supply of the first and fourth on-board power converters, and

[0047] FIG 9 State-of-the-art on-board power converter.

[0048] For reasons of clarity, the same reference symbols are used for components that are identical or have the same or almost identical functions.

[0049] FIG 1 shows a schematic side view of a rail vehicle TZ designed as a multiple unit. The multiple unit comprises two coupled carriages, each designed as end cars EW1, EW2. Both end cars EW1, EW2 have a passenger compartment which is accessible to passengers both via doors in the side walls of the respective car body and via a gangway between the cars. In particular, depending on the area of ​​use of the multiple unit, the number of cars and thus the overall length of the rail vehicle TZ can be selected by adding further intermediate cars, as shown by way of example in FIG 2. The cars EW1, EW2 and...whose car bodies are each supported by two bogies on rails (not shown) of a track of a route network, whereby the mutually facing sides of the coupled end cars EW1, EW2 are supported on a common bogie designed as a running bogie LDB, while the mutually remote sides of the end cars EW1, EW2 are supported on outer bogies designed as driving bogies TDG with drive motors of the drive system arranged therein.

[0050] The rail vehicle TZ has two drive systems AS1, AS2, the respective main components of which are arranged in the end cars EW1, EW2, wherein these components are preferably arranged in the roof and underfloor area of ​​the respective end car EW1, EW2 in order to provide a respective passenger compartment. The drive systems AS1, AS2 are supplied with electrical energy by an overhead line (likewise not shown) of a vehicle-external supply network, to which a supply voltage, for example a 25 kV, 50 Hz or 15 kV, 16.7 Hz single-phase alternating voltage, or for example a 3 kV or 1.5 kV direct voltage, is applied. For an electrical connection of the drive systems AS1, AS2 with the overhead line, the rail vehicle has, for example, two pantographs PANI, PAN2, which are each arranged in the roof area of ​​an end car EW1, EW2.The pantographs PANI, PAN2 can be electrically connected, for example, via a vehicle-wide power line as shown in FIG. 1, so that, if necessary, connecting only one of the pantographs PANI, PAN2 to the overhead line is sufficient. Alternatively, only a single pantograph can be provided, which is connected to the vehicle-wide power line.

[0051] Each of the two drive systems AS1, AS2 comprises, in particular depending on the supply voltage, for example a transformer which transforms the single-phase alternating voltage applied on the primary side into a lower voltage applied on the secondary side, a drive converter connected to the secondary side of the transformer which converts the single-phase alternating voltage by means of at least one rectifier, for example a four-quadrant controller, into a direct voltage of a direct voltage intermediate circuit, and this direct voltage by means of at least one inverter, for example a pulse inverter, into a three-phase alternating voltage of variable voltage level and frequency, with which the drive motors in the motor bogies TDG are fed.In addition to the drive systems AS1, AS2, the rail vehicle TZ has an on-board power supply system which is used in particular to supply electrically operated auxiliary systems which are required for the function of the various components of the drive systems and, for example, the braking system of the rail vehicle, control and information systems and electrical consumers which serve the comfort of passengers. According to FIG. 1, the on-board power supply system of the rail vehicle TZ comprises two busbars SS1, SS2 and a battery busbar BSS, which each extend over both end cars EW1, EW2 of the rail vehicle TZ. The various auxiliary systems and consumers in the end cars EW1, EW2 (not specifically shown) are connected to the busbars SS1, SS2 and are supplied with electrical energy from these.

[0052] The two busbars SS1, SS2 are each fed by an on-board power converter BNU1, BNU2, which is each arranged in one of the end cars EW1, EW2 and is connected on the input side to the DC voltage intermediate circuit of the drive converter of a drive system AS1, AS2. An on-board power battery BNB1, BNB2 is each connected to the on-board power converters BNU1, BNU2. The respective function of the on-board power converters BNU1, BNU2 in particular is controlled by a control device SE, which is arranged for example in the first end car EW1, as shown by the dashed lines. This control includes in particular the parameterization of the output-side three-phase alternating voltage or its voltage level and frequency as well as the respective connection of the on-board power converters BNU1, BNU2 to the first SS1 or the second busbar SS2.For example, the control device SE is designed as an integral component of a central vehicle control system of the rail vehicle TZ.

[0053] FIG. 2 also schematically shows a rail vehicle TZ configured as a multiple unit with a total of four coupled carriages, with two of the carriages being designed as end carriages EW1, EW2, and two further carriages arranged between the end carriages EW1, EW2 being designed as intermediate carriages MW1, MW2. Preferably, all four carriages have a respective passenger compartment, which is accessible to passengers both via doors in the side walls of the respective car body and via inter-car gangways between adjacent carriages. The intermediate carriages MW1, MW2 are each supported on two common bogies configured as bogies LDG.

[0054] The two busbars SSI, SS2 are each fed in parallel by two on-board power converters BNU1, BNU2, BNU3, BNU4. The on-board power converters BNU1, BNU2, BNU3, BNU4 are arranged, for example, in the end cars EW1, EW2 and are each connected on the input side to the DC link of a traction converter. According to FIG. 2, a first BNU1 and a second on-board power converter BNU2 are connected to the DC link of the traction converter of the first traction system AS1, while a third BNU3 and a fourth on-board power converter BNU4 are connected to the DC link of the traction converter of the second traction system AS2. In addition to the four on-board power converters BNU1, BNU2, BNU3, BNU4 shown, further on-board power converters can be arranged in the intermediate cars MW1, MW2 of the rail vehicle TZ, whereby all or some of the four on-board power converters BNU1, BNU2, BNU3, BNU4 can also be arranged in the intermediate cars MW1, MW2.An on-board power supply battery BNB1, BNB2, BNB3, BNB3 is connected to each of the on-board power supply converters BNU1, BNU2, BNU3, BNU4. The respective function of the on-board power supply converters BNU1, BNU2, BNU3, BNU4 is in turn controlled by a control device SE, which is arranged, for example, in the first end car EW1, as shown by the dashed lines. This control device in turn includes, in particular, the parameterization of the output-side three-phase alternating voltage or its voltage level and frequency, as well as the respective connection of the on-board power supply converters BNU1, BNU2, BNU3, BNU4 to the first busbar SS1 or the second busbar SS2.

[0055] FIG. 3 shows a schematic diagram of the first BNU1 and second on-board power converters BNU2 of the on-board power supply system, which are arranged in the end cars EW1, EW2 in the exemplary rail vehicle TZ in FIG. 1. The following description of these on-board power converters BNU1, BNU2 applies equally to the third BNU3 and fourth on-board power converters BNU4, which are also arranged in the end cars EW1, EW2 in the exemplary rail vehicle TZ in FIG. 2, since all on-board power converters BNU1, BNU2, BNU3, BNU4 of the on-board power supply system have the same electrical design.

[0056] A first power converter SRI, designed as a rectifier with electrical isolation, is connected on the input side to a supply system, for example to the DC link of the first drive system AS1 or second drive system AS2. The first power converter SRI converts the supply voltage into a potential-isolated voltage of the DC link ZK of the on-board power converter BNU1, BNU2. A bidirectional battery charger BBLG with potential isolation, which is connected to this potential-free DC link ZK, is connected to an on-board power supply battery BNB1, BNB2 and, via a diode, to the battery busbar BSS. The diode prevents feedback from the battery busbar BSS. The battery charger BBLG converts the voltage of the DC link ZK into a battery voltage, with which the on-board power supply battery BNB1, BNB2 is charged and the battery busbar BSS is fed.The battery charger BBLG is also designed to convert the battery voltage into the voltage of the DC intermediate circuit ZK. A second power converter SR2, designed as an inverter or specifically as a pulse-controlled inverter, is also connected on the input side to the DC intermediate circuit ZK. The second power converter SR2, controlled or parameterized by the control device SE, converts the voltage of the DC intermediate circuit ZK into a three-phase AC voltage of the first or the second busbar SS1, SS2. The second power converter SR2 can be connected on the output side to the first or the second busbar SS1, SS2 via two switches SC1, SC2, also controlled by the control device SE.

[0057] FIG 3 shows an operating situation referred to as normal operation of the on-board power converters BNU1, BNU2 of the on-board power supply system of the rail vehicle of FIG 1. In this normal operation, the first power converters SRI of the on-board power converters BNU1, BNU2 are fed with a supply voltage from the first AS 1 or second drive system AS2. The control device SE controls the second power converter SR2 and the switches SCI, SC2 of the first on-board power converter BNU1 so that the latter is connected to the first busbar SS I via the closed first switch SCI and generates the three-phase alternating voltage for feeding the first busbar SS I, for example a 400 V, 50 Hz three-phase alternating voltage.In contrast, the control device SE controls the second power converter SR2 and the switches SCI, SC2 of the second on-board power converter BNU2 so that the latter is connected to the second busbar SS2 via the closed second switch SC2 and generates the three-phase alternating voltage for supplying the second busbar SS2, for example a 480 V, 60 Hz three-phase alternating voltage.

[0058] During normal operation of the on-board power supply system of the rail vehicle in FIG 2, the on-board power converters BNU3, BNU4 (not shown) are also supplied with a supply voltage from the second AS2 or the first drive system AS1. The control device SE thereby controls the second power converter and the switches of the third on-board power converter BNU3 so that it is connected to the first busbar SS1, and the second power converter and the switches of the fourth on-board power converter BNU4 so that it is connected to the second busbar SS2. As a result, both the first busbar SS1 and the second busbar SS2 are each supplied redundantly by two on-board power converters BNU1, BNU3 or BNU2, BNU4, wherein the on-board power converters BNU1, BNU3 or BNU2, BNU4 each feeding the same busbar SSI, SS2 are supplied by different drive systems AS1, AS2. Since two on-board power converters BNU1, BNU3 orSince BNU2 and BNU4 are each electrically connected in parallel, they must be synchronized with respect to the respective three-phase AC voltage by the control unit SE. Alternatively, however, the control can also be implemented such that both the third BNU3 and the fourth on-board power converter BNU4 are connected to the second busbar SS2, so that the first busbar SS1 is connected exclusively to the first on-board power converter BNU1, while the second busbar SS2 is connected to a total of three on-board power converters BNU2, BNU3, and BNU4.

[0059] FIG. 4, in contrast, shows an operating situation of the on-board power system of the rail vehicle TZ of FIG. 1, referred to as emergency operation. In this emergency operation, the supply voltage is not available, indicated by an X above the input connection of the first power converter SRI, so that the first power converters SRI of the on-board power converters BNU1, BNU2 cannot convert it into the voltage of the respective DC intermediate circuit ZK. The respective supply voltage is not available, for example, if the drive systems AS1, AS2 are not connected to the supply network and are therefore not supplied with electrical energy from it.In this operating situation, the busbars SSI, SS2 can therefore only be supplied with power from the on-board network batteries BNB1, BNB2, with their respective battery voltage being converted by the BBLG battery chargers into the voltage of the DC link ZK of the respective on-board network converter BNU1, BNU2. Since in emergency operation, supplying the consumers connected to the first busbar SS1 has priority over the auxiliary devices and consumers connected to the second busbar SS2, the control device SE controls the switches SC1, SC2 of the second on-board network converter BNU2 so that it is also connected to the first busbar SS1, as shown in FIG 4.The control device SE can control the second power converter SR2 of the second on-board power converter BNU2 to first stop generating the three-phase alternating voltage for the second busbar SS2 and then to open the second switch SC2 so that the connection between the second on-board power converter BNU2 and the second busbar SS2 is severed. The control device SE then closes the first switch SC1 so that a connection between the second on-board power converter BNU2 and the first busbar SS1 is closed, and the control device SE then controls the second power converter SR2 to generate the three-phase alternating voltage for the first busbar SS1, whereby this takes place synchronously with the first on-board power converter BNU1.

[0060] FIG 5 shows an emergency operation of the on-board power system of the rail vehicle TZ of FIG 2 . In the illustrated operating situation, , again by a

[0061] X above the respective input-side connection of the first power converter SRI, the supply voltage is not available for any of the four on-board power converters BNU1, BNU2, BNU3, BNU4. Again due to the priority of the supply to the consumers connected to the first busbar SS I, the control device SE controls both the switches SC1, SC2 of the second BNU2 and the fourth on-board power converter BNU4 so that they are each connected to the first busbar SS I, corresponding to the first BNU1 and third on-board power converter BNU3, as shown in FIG 5. Thus, the first busbar SS I, as well as the battery busbar BSS, is fed by all four on-board power batteries BNB1, BNB2, BNB3, BNB4, while the second busbar SS2 is not fed.As an alternative to this supply of the first busbar SS I by all four on-board power converters BNU1, BNU2, BNU3, BNU4, in the operating situation shown only a total of three of the on-board power converters, for example the first BNU1, the second BNU2 and the third on-board power converter BNU3, can be connected to the first busbar SS I, while the second busbar SS2 is connected exclusively to the fourth on-board power converter BNU4, so that at least some of the auxiliary systems and / or consumers connected to the second busbar SS2 can also be supplied.

[0062] FIG 6 shows again the on-board power supply system of the rail vehicle TZ of FIG 1 corresponding to FIG 4, wherein in the operating situation shown only the supply voltage for the first on-board power converter BNU1 is not available, for example due to a failure of the first drive system AS1 in the first end car EW1 which supplies it, while the supply voltage for the second on-board power converter BNU2 remains available. The second power converters SR2 of the on-board power converters BNU1, BNU2 are each designed as bidirectional power converters, so that they can also convert the three-phase alternating voltage of the first busbar SS1 and the second busbar SS2 into the respective direct voltage of the direct voltage intermediate circuit ZK, each controlled by the control device SE.In the operating situation shown, the control device SE controls the switches SC1, SC2 of the first on-board power converter BNU1 so that its second power converter SR2 is disconnected from the first busbar SS1 and connected to the second busbar SS2, as shown in FIG 6, and the second power converter SR2 then converts the three-phase alternating voltage of the second busbar SS2 into the direct voltage of the direct voltage intermediate circuit ZK. This makes it possible to maintain the charging of the on-board power battery BNB1 connected to the first on-board power converter BNU1 and the supply of the battery busbar BSS by the first on-board power converter BNU1.6, the control device SE can also control the switches SC1, SC2 of the second on-board power converter BNU2 so that its second power converter SR2 is disconnected from the second busbar SS2 and connected to the first busbar SS1, so that the first BNU1 and the second on-board power converter BNU2 are connected to one another via the first busbar. The control device SE then controls the second power converter SR2 of the second on-board power converter BNU2 to convert the DC voltage of the DC voltage intermediate circuit ZK into the three-phase AC voltage for the first busbar SS1, and the second power converter SR2 of the first on-board power converter BNU1 to convert the three-phase AC voltage of the first busbar SS1 into the DC voltage of the DC voltage intermediate circuit ZK.In this way, both the charging of the on-board network battery BNB1 connected to the first on-board network converter BNU1 and the supply of the battery busbar BSS by the first on-board network converter BNU1 as well as at least partially the supply of the consumers connected to the first busbar SS I can be maintained.

[0063] FIG. 7 again shows the on-board power supply system of the rail vehicle TZ in FIG. 2 corresponding to FIG. 5, wherein in the operating situation shown only the supply voltage for the second BNU2 and the third on-board power converter BNU3 is not available, for example due to a failure of the second drive system AS2 in the second end car EW2 which supplies these two on-board power converters BNU2, BNU3, while the supply voltage for the first BNU1 and fourth on-board power converter BNU4 remains available. The second power converters SR2 of all four on-board power converters BNU1, BNU2, BNU3, BNU4 are each designed as bidirectional power converters, so that they can also convert the three-phase alternating voltage of the first SS1 and the second busbar SS2 into the respective direct voltage of the direct voltage intermediate circuit ZK, each controlled by the control device SE.In the operating situation shown, the control device SE does not control the switches SCI, SC2 of any of the on-board power converters BNU1, BNU2, BNU3, BNU4, but only the respective second power converter SR2 of the second BNU2 and the third on-board power converter BNU3, so that it converts the three-phase alternating voltage of the first SS1 or the second busbar SS2 generated by the first BNU1 or the fourth on-board power converter BNU4 into the direct voltage of the respective direct voltage intermediate circuit ZK. As a result, the on-board power batteries BNB2 or BNB3 connected to the second BNU2 or the third on-board power converter BNU3 continue to be charged and the battery busbar BSS also continues to be supplied by both on-board power converters BNU2, BNU3.

[0064] FIG 8 shows an alternative control by the control device SE for the operating situation in FIG 7 . In this case, the control device SE controls the switches SC1, SC2 of the second BNU2 and the fourth on-board power converter BNU4 so that they are disconnected from the second busbar SS2 and connected to the first busbar SS1, whereby all four on-board power converters BNU1, BNU2, BNU3, BNU4 are connected to the first busbar SS1 in addition to the battery busbar BSS, as shown in FIG 8 . Accordingly, the control device SE controls the second converters SR2 of the second BNU2 and the third on-board power converter BNU3 to convert the three-phase AC voltage of the first busbar SS1 into the DC voltage of the respective DC voltage intermediate circuit ZK.Furthermore, the control device SE controls the second power converter SR2 of the fourth on-board power converter BNU4 so that it converts the DC voltage of its DC intermediate circuit ZK into the first three-phase AC voltage for the first busbar SS I. These controls lead to a reliable supply of both the first busbar SS I and the battery busbar BSS by all four on-board power converters BNU1, BNU2, BNU3, BNU4, particularly when the supply of consumers connected to the first busbar SS I has priority.

[0065] Although the exemplary embodiments described above exclusively comprise on-board power supply systems with two or four on-board power supply converters, the number of on-board power supply converters and correspondingly the number of on-board power supply batteries connected to them can also be selected differently, whereby this can depend in particular on the number of drive systems, the number of vehicles and / or the number of auxiliaries and / or consumers to be supplied. Furthermore, the on-board power supply converters do not have to be supplied by means of a direct voltage from a direct voltage intermediate circuit of a drive system, but can also be supplied, for example, by means of an alternating voltage from a separate secondary winding of a transformer of a drive system, whereby in this case the first power converters of the on-board power supply converters are designed as rectifiers.

Claims

Patent claims 1. On-board power system for a rail vehicle (TZ), wherein the rail vehicle (TZ) comprises a plurality of carriages (EW1, EW2, MW1, MW2) with a plurality of electrically operated auxiliary devices and consumers arranged in and / or on them, and wherein the on-board power system comprises at least: - a first busbar (SSI), a second busbar (SS2) and a battery busbar (BSS), wherein the busbars (SSI, SS2, BSS) each extend over at least two cars (EW1, EW2, MW1, MW2) of the rail vehicle (TZ) and auxiliary equipment and / or consumers are connected to each of the busbars (SSI, SS2, BSS), - at least two on-board power converters (BNU1, BNU2, BNU3, BNU4), - at least two on-board power supply batteries (BNB1, BNB2, BNB3, BNB4), wherein the on-board power supply batteries (BNB1, BNB2, BNB3, BNB4) are each connected to at least one of the on-board power supply converters (BNU1, BNU2, BNU3, BNU4), and - a control device (SE), wherein the control device (SE) is designed to control at least the on-board power converters (BNU1, BNU2, BNU3, BNU4), characterized in that - all on-board power converters (BNU1, BNU2, BNU3, BNU4) are designed identically in terms of their electrical structure and can be connected to the first and second busbars (SSI, SS2), - the on-board power converters (BNU1, BNU2, BNU3, BNU4) each comprise at least one input-side first power converter (SRI) with potential separation, a potential-free DC intermediate circuit (ZK), an output-side second power converter (SR2) and a bidirectional battery charger (BBLG) with potential separation, wherein the first power converter (SRI) is designed to convert an input-side supply voltage into a potential-separated DC voltage of the DC intermediate circuit (ZK), the second power converter (SR2) is designed to convert the DC voltage of the DC voltage intermediate circuit (ZK) into a three-phase AC voltage, and the battery charger (BBLG) is designed to convert the DC voltage of the DC voltage intermediate circuit (ZK) into a battery voltage and the battery voltage into the DC voltage of the DC voltage intermediate circuit (ZK), and - the control device (SE) is designed to connect at least a first of the on-board power converters (BNU1, BNU3) to the first busbar (SSI) and to control its second power converter (SR2), to convert the DC voltage of the DC voltage intermediate circuit (ZK) into a first three-phase AC voltage for the first busbar (SSI), and to connect at least a second of the on-board power converters (BNU2, BNU4) to the second busbar (SS2) and to control its second power converter (SR2), to convert the DC voltage of the DC voltage intermediate circuit (ZK) into the second three-phase AC voltage for the second busbar (SS2). change.

2. On-board power system according to claim 1, characterized in that the on-board power converters (BNU1, BNU2, BNU3, BNU4) each comprise a number of switches (SCI, SC2), wherein the respective number of switches (SCI, SC2) is designed to connect the respective second power converter (SR2) to the first (SSI) or the second busbar (SS2), and wherein the control device (SE) is designed to control the switching of the respective number of switches (SCI, SC2).

3. On-board power system according to claim 1 or 2, characterized in that if no supply voltage is applied to the respective first power converter (SRI) of the at least one first (BNU1, BNU3) and the at least one second of the on-board power converters (BNU2, BNU4) or if the applied supply voltage cannot be converted into the DC voltage of the respective DC voltage intermediate circuit (ZK) by the respective first power converter (SRI), the Control device (SE) is designed to control the respective battery charger (BBLG) and to convert the voltage of the respectively connected on-board network battery (BNB1, BNB2, BNB3, BNB4) into the DC voltage of the DC voltage intermediate circuit (ZK).

4. On-board power system according to claim 2 and 3, characterized in that the control device (SE) is designed - to control the number of switches (SCI, SC2), to disconnect the second power converter (SR2) of the at least one second of the on-board power converters (BNU2, BNU4) from the second busbar (SS2) and then to connect it to the first busbar (SSI), and - to stop the control of the second converter (SR2) to convert the DC voltage of the DC intermediate circuit (ZK) into the second three-phase AC voltage before disconnecting from the second busbar (SS2) and to start the conversion into the first three-phase AC voltage after connecting to the first busbar (SSI).

5. On-board power system according to one of the preceding claims, characterized in that the on-board power system batteries (BNB1, BNB2, BNB3, BNB4) are each connected to the battery charger (BBLG) of the at least one connected on-board power converter (BNU1, BNU2, BNU3, BNU4) and to the battery busbar (BSS).

6. On-board power system according to one of the preceding claims, characterized in that the second power converter (SR2) of all on-board power converters (BNU1, BNU2, BNU3, BNU4) is each designed as a bidirectional power converter, wherein the second power converter (SR2) is additionally designed to convert the first three-phase AC voltage and the second three-phase AC voltage into the DC voltage of the DC intermediate circuit (DC link).

7. On-board power system according to claim 6, characterized in that - if no supply voltage is applied to the first power converter (SRI) of a first of the on-board power converters (BNU3) or the supply voltage cannot be converted into the DC voltage of the DC intermediate circuit (ZK) by the first power converter (SRI), the control device (SE) is designed to control the second power converter (SR2) of this first on-board power converter (BNU3) to convert the first three-phase AC voltage into the DC voltage of the DC intermediate circuit (ZK), and / or - if no supply voltage is applied to the first power converter (SRI) of a second of the on-board power converters (BNU2) or if the supply voltage cannot be converted into the direct voltage of the direct voltage intermediate circuit (ZK) by its first power converter (SRI), the control device (SE) is designed to control the second power converter (SR2) of this second on-board power converter (BNU2) to convert the second three-phase alternating voltage into the direct voltage of the direct voltage intermediate circuit (ZK).

8. On-board power system according to claim 2 and claim 6 or 7, characterized in that if no supply voltage is applied to the first power converter (SRI) of the at least one first on-board power converter (BNU1) or the supply voltage cannot be converted into the DC voltage of the DC voltage intermediate circuit (ZK) by the first power converter (SRI), the control device (SE) is designed, - to control the number of switches (SCI, SC2) of the first on-board power converter (BNU1), to disconnect the second power converter (SR2) from the first busbar (SSI) and then to connect it to the second busbar (SS2), and to control the second power converter (SR2) to convert the second three-phase alternating voltage into the direct voltage of the direct voltage intermediate circuit (ZK), or - to control the number of switches (SCI, SC2) of the at least one second on-board power converter (BNU2), to disconnect the second power converter (SR2) from the second busbar (SS2) and then to connect it to the first busbar (SSI), to control the second power converter (SR2) of the second on-board power converter (BNU2), to convert the DC voltage of the DC intermediate circuit (ZK) into the first three-phase AC voltage, and to control the second power converter (SR2) of the first on-board power converter (BNU1) to convert the first three-phase alternating voltage into the direct voltage of the direct voltage intermediate circuit (ZK).

9. On-board power system according to claim 2 and claim 6 or 7, characterized in that if no supply voltage is applied to the first power converter (SRI) of the at least one second on-board power converter (BNU2) or the applied supply voltage cannot be converted into the DC voltage of the DC voltage intermediate circuit (ZK) by its first power converter (SRI), the control device (SE) is designed, - to control the number of switches (SCI, SC2) of the second on-board power converter (BNU2), to disconnect the second power converter (SR2) from the second busbar (SS2) and then to connect it to the first busbar (SSI), and to control the second power converter (SR2) of the second on-board power converter (BNU2), to convert the first three-phase alternating voltage into the direct voltage of the direct voltage intermediate circuit (ZK), or - to control the number of switches (SCI, SC2) of the at least one first on-board power converter (BNU1), to disconnect the second power converter (SR2) from the first busbar (SSI) and then to connect it to the second busbar (SS2), to control the second power converter (SR2) of the first on-board power converter (BNU1), to convert the DC voltage of the DC intermediate circuit (ZK) into the second three-phase AC voltage, and to control the second power converter (SR2) of the second on-board power converter (BNU2), the second three-phase alternating voltage into the direct voltage of the DC intermediate circuit (DC link).

10. On-board power system according to one of the preceding claims, characterized in that the first busbar (SSI) has three phase conductors and one neutral conductor, and the second busbar (SS2) has only three phase conductors.

11. Method for controlling an on-board power supply system for a rail vehicle (TZ), wherein the rail vehicle (TZ) comprises a plurality of carriages (EW1, EW2, MW1, MW2) with a plurality of electrically operated auxiliary devices and consumers arranged in and / or on them, and wherein the on-board power supply system comprises at least: - a first busbar (SSI), a second busbar (SS2) and a battery busbar (BSS), wherein the busbars (SSI, SS2, BSS) each extend over at least two cars (EW1, EW2, MW1, MW2) of the rail vehicle (TZ) and auxiliary equipment and / or consumers are connected to each of the busbars (SSI, SS2, BSS), - at least two on-board power converters (BNU1, BNU2, BNU3, BNU4), - at least two on-board power supply batteries (BNB1, BNB2, BNB13, BNB4), wherein the on-board power supply batteries (BNB1, BNB2, BNB13, BNB4) are each connected to at least one of the on-board power supply converters (BNU1, BNU2, BNU3, BNU4), and - a control device (SE), wherein the control device (SE) is designed to control at least the on-board power converters (BNU1, BNU2, BNU3, BNU4), characterized in that - all on-board power converters (BNU1, BNU2, BNU3, BNU4) are designed identically in terms of their electrical structure and can be connected to the first and second busbars (SSI, SS2), - the on-board power converters (BNU1, BNU2, BNU3, BNU4) each have at least one input-side first power converter (SRI) with potential isolation, a potential-free DC intermediate circuit (ZK), an output-side second power converter (SR2) and a bidirectional battery charger (BBLG) with potential isolation, wherein the first power converter (SRI) is designed to convert an input-side supply voltage into a potential-isolated DC voltage of the DC intermediate circuit (ZK), the second power converter (SR2) is designed to convert the DC voltage of the DC intermediate circuit (ZK) into a three-phase AC voltage, and the battery charger (BBLG) is designed to convert the DC voltage of the DC intermediate circuit (ZK) into a battery voltage and the battery voltage into the DC voltage of the DC intermediate circuit (ZK), and - the control device (SE) connects at least a first of the on-board power converters (BNU1, BNU3) to the first busbar (SSI) and controls its second power converter (SR2),to convert the DC voltage of the DC intermediate circuit (ZK) into a first three-phase AC voltage for the first busbar (SSI), and connects at least a second of the on-board power converters (BNU2, BNU4) to the second busbar (SS2) and controls its second converter (SR2) to convert the DC voltage of the DC intermediate circuit (ZK) into the second three-phase AC voltage for the second busbar (SS2).

12. The method according to claim 11, characterized in that the on-board power converters (BNU1, BNU2, BNU3, BNU4) each comprise a number of switches (SCI, SC2), wherein the respective number of switches (SCI, SC2) is designed to connect the respective second power converter (SR2) to the first (SSI) or the second busbar (SS2), and wherein the control device (SE) controls the switching of the respective number of switches (SCI, SC2) of the on-board power converters (BNU1, BNU2).

13. The method according to claim 11 or 12, characterized in that if no supply voltage is applied to the respective first power converter (SRI) of the at least one first (BNU1, BNU3) and the at least one second of the on-board power supply converters (BNU2, BNU4) or the applied supply voltage cannot be converted by the respective first power converter (SRI) into the DC voltage of the respective DC voltage intermediate circuit (ZK), the control device (SE) controls the respective battery charger (BBLG) to convert the voltage of the respectively connected on-board power supply battery (BNB1, BNB2, BNB3, BNB4) into the DC voltage of the DC voltage intermediate circuit (ZK).

14. Method according to claim 12 and 13, characterized in that - the control device (SE) controls the number of switches (SCI, SC2) to disconnect the second power converter (SR2) of the at least one second of the on-board power converters (BNU2, BNU4) from the second busbar (SS2) and then to connect it to the first busbar (SSI), and - the control device (SE) stops the control of the second converter (SR2) for converting the DC voltage of the DC intermediate circuit (ZK) into the second three-phase AC voltage before disconnecting from the second busbar (SS2) and starts for converting into the first three-phase AC voltage after connecting to the first busbar (SSI), or - the control device (SE) controls the number of switches (SCI, SC2) to disconnect the second power converter (SR2) of the at least one of the on-board power converters (BNU1, BNU3) from the first busbar (SSI) and then to connect it to the second busbar (SS2), and - the control device (SE) controls the second converter (SR2) to convert the DC voltage of the DC intermediate circuit (ZK) into the first three-phase AC voltage before disconnecting from the first busbar (SSI) and converting to the second three-phase AC voltage begins after connecting to the second busbar (SS2).

15. Method according to one of claims 11 to 14, characterized in that - if no supply voltage is applied to the first power converter (SRI) of one of the first on-board power converters (BNU3) or if the supply voltage cannot be converted into the DC voltage of the DC intermediate circuit (ZK) by the first power converter (SRI), the control device (SE) controls the second power converter (SR2) of this first on-board power converter (BNU3) to convert the first three-phase AC voltage into the DC voltage of the DC intermediate circuit (ZK), and / or - if no supply voltage is applied to the first power converter (SRI) of one of the second on-board power converters (BNU2) or if the supply voltage cannot be converted into the direct voltage of the direct voltage intermediate circuit (ZK) by its first power converter (SRI), the control device (SE) controls the second power converter (SR2) of this second on-board power converter (BNU2) to convert the second three-phase alternating voltage into the direct voltage of the direct voltage intermediate circuit (ZK).

16. Method according to one of claims 11 to 15, characterized in that the second power converter (SR2) of all on-board power converters (BNU1, BNU2, BNU3, BNU4) is each designed as a bidirectional power converter, wherein the second power converter (SR2) is additionally designed to convert the first three-phase AC voltage and the second three-phase AC voltage into the DC voltage of the DC intermediate circuit (ZK), and if no supply voltage is applied to the first power converter (SRI) of the at least one first on-board network converter (BNU1) or if the first power converter (SRI) of the the applied supply voltage cannot be converted into the DC voltage of the DC intermediate circuit (ZK), the control device (SE) - the number of switches (SCI, SC2) of the first on-board power converter (BNU1) are controlled to disconnect the second converter (SR2) from the first busbar (SSI) and then to connect it to the second busbar (SS2), and the second converter (SR2) is controlled to convert the second three-phase alternating voltage into the direct voltage of the direct voltage intermediate circuit (ZK), or - controls the number of switches (SCI, SC2) of the at least one second on-board power converter (BNU2) to disconnect the second power converter (SR2) from the second busbar (SS2) and then to connect it to the first busbar (SSI), controls the second power converter (SR2) of the second on-board power converter (BNU2) to convert the DC voltage of the DC intermediate circuit (ZK) into the first three-phase AC voltage, and controls the second power converter (SR2) of the first on-board power converter (BNU1) to convert the first three-phase AC voltage into the DC voltage of the DC intermediate circuit (ZK).

17. Method according to one of claims 11 to 15, characterized in that the second power converter (SR2) of all on-board power converters (BNU1, BNU2, BNU3, BNU4) is each designed as a bidirectional power converter, wherein the second power converter (SR2) is additionally designed to convert the first three-phase AC voltage and the second three-phase AC voltage into the DC voltage of the DC intermediate circuit (ZK), and if no supply voltage is applied to the first power converter (SRI) of the at least one second on-board network converter (BNU2) or if the applied supply voltage cannot be converted into the DC voltage of the DC intermediate circuit (ZK) by its first power converter (SRI), the control device (SE) - the number of switches (SCI, SC2) of the second on-board power converter (BNU2) are controlled to disconnect the second converter (SR2) from the second busbar (SS2) and then connect it to the first busbar (SSI), and the second converter (SR2) is controlled to convert the first three-phase alternating voltage into the direct voltage of the direct voltage intermediate circuit (ZK), or - controls the number of switches (SCI, SC2) of the at least one first on-board power converter (BNU1) to disconnect the second power converter (SR2) from the first busbar (SSI) and then to connect it to the second busbar (SS2), controls the second power converter (SR2) of the first on-board power converter (BNU1) to convert the DC voltage of the DC intermediate circuit (ZK) into the second three-phase AC voltage, and controls the second power converter (SR2) of the second on-board power converter (BNU2) to convert the second three-phase AC voltage into the DC voltage of the DC intermediate circuit (ZK).

18. Rail vehicle (TZ), characterized in that it comprises at least one on-board power supply system according to one of claims 1 to 10 and is designed in particular as a multiple unit with several carriages (EW1, MW1, MW2, EW2) for passenger transport, wherein in one of the carriages in particular an on-board kitchen supplied by means of the first busbar (SSI) is arranged.

19. Use of an on-board power supply system according to one of claims 1 to 10 for supplying electrically operated auxiliary devices and / or consumers in and / or on wagons (EW1, MW1, MW2, EW2) of a rail vehicle (TZ).

20. On-board power converter (BNU1, BNU2, BNU3, BNU4) for an on-board power system of a rail vehicle (TZ), characterized in that the on-board power converter (BNU1, BNU2, BNU3, BNU4) has at least one input-side first power converter (SRI) with potential separation, a potential-free DC intermediate circuit (ZK), an output-side second power converter (SR2) and a bidirectional battery charger (BBLG) with potential isolation, wherein the first power converter (SRI) is designed to convert an input-side supply voltage into a potential-isolated DC voltage of the DC intermediate circuit (ZK), the second power converter (SR2) is designed to convert the DC voltage of the DC intermediate circuit (ZK) into a three-phase AC voltage, and the battery charger (BBLG) is designed to convert the DC voltage of the DC intermediate circuit (ZK) into a battery voltage and the battery voltage into the DC voltage of the DC intermediate circuit (ZK), and the on-board power converter (BNU1, BNU2, BNU3, BNU4) is connected to a first busbar (SSI), a second busbar (SS2), a battery busbar (BSS), an on-board power supply battery (BNB1, BNB2, BNB3,BNB4) and a control device (SE) of the on-board power system.

21. On-board power converter (BNU1, BNU2, BNU3, BNU4) according to claim 20, characterized in that the on-board power converter (BNU1, BNU2, BNU3, BNU4) comprises a number of switches (SCI, SC2), wherein the number of switches (SCI, SC2) is designed to connect the respective second power converter (SR2) to the first (SSI) or the second busbar (SS2) under the control of the control device (SE).

22. On-board power converter (BNU1, BNU2, BNU3, BNU4) according to claim 20 or 21, characterized in that the second power converter (SR2) is designed as a bidirectional power converter, wherein the second power converter (SR2) is additionally designed to convert the first three-phase alternating voltage and the second three-phase alternating voltage into the direct voltage of the direct voltage intermediate circuit (ZK).

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