Railway station for recharging an auxiliary vehicle for supplying energy to a locomotive

Abstract

Railway station for recharging an auxiliary vehicle for supplying energy to a locomotive The invention relates to a railway station (20) for recharging an auxiliary vehicle (18, 26, 30) for supplying energy to a locomotive (16) of a railway convoy (14), the railway station simultaneously comprising at least a first zone (22) dedicated to the depot of at least one substantially energetically discharged auxiliary vehicle (18), and at least a second zone (24) dedicated to the connection of at least one substantially energetically charged auxiliary vehicle (26) to said locomotive (16). Figure for the abstract: Figure 1

Description

Title of the invention: Railway station for recharging energy from an auxiliary vehicle supplying energy to a locomotive

[0001] The present invention relates to a railway station for recharging energy from an auxiliary vehicle for supplying energy to a railway train locomotive.

[0002] The present invention also relates to a railway system comprising a railway network and a set of railway convoys, at least one of said railway convoys of said set comprising a locomotive and an auxiliary vehicle for supplying energy to said locomotive.

[0003] The present invention also relates to a method for rail recharging of an auxiliary vehicle for supplying energy to a railway convoy locomotive.

[0004] In the railway field, it is known to place after a locomotive (i.e. the driving force) an auxiliary vehicle for supplying energy to power it, to guarantee its autonomy, particularly in the absence of overhead lines.

[0005] By auxiliary vehicle for supplying energy to a railway locomotive, we mean in particular a locomotive tender, which as it is used to supply energy to the locomotive (i.e. the driving engine) is capable of discharging partially or even completely, the storage capacity of a tender being limited.

[0006] A railway convoy comprises a plurality of vehicles coupled to each other. Among the set of railway convoys considered, the plurality of vehicles of at least one of said railway convoys comprises a vehicle corresponding to a locomotive and an auxiliary vehicle for supplying energy to the locomotive, the locomotive and the auxiliary vehicle being suitable for being coupled to each other.

[0007] To remedy this, it is possible to implement recharging by the locomotive itself when it is running by recovering energy during braking phases, and / or during traction phases by using the remaining energy corresponding to the difference between the energy necessary for traction of the locomotive and the maximum energy capable of being supplied by catenary, and / or it is possible to use a recharging station or zone.

[0008] However, these solutions are not entirely satisfactory. Indeed, current solutions for recharging energy from an auxiliary vehicle supplying energy to a locomotive (i.e. tender), when it comes to the recharging solution by the locomotive itself, do not allow total recharging (the recharging energy available during the mission being limited) or do not allow recharging outside the locomotive activation period, or require immobilization of the tender until recharging.

[0009] An objective of the present invention is to improve the availability of railway convoys and therefore the availability of the energy source supplying the locomotive of said convoy, namely the auxiliary vehicle supplying energy to the locomotive (i.e. tender) while guaranteeing optimal recharging.

[0010] To this end, the invention relates to a railway station for recharging energy from an auxiliary vehicle for supplying energy to a railway convoy locomotive, comprising:

[0011] - at least one first zone dedicated to the storage of at least one auxiliary vehicle possibly energetically discharged,

[0012] - an energy recharging system for each auxiliary vehicle, and

[0013] - at least one second zone dedicated to the connection to said locomotive of at least at least one auxiliary vehicle with significant energy load.

[0014] The energy recharging railway station according to the invention may comprise one or more of the following characteristics, taken in isolation or in any technically possible combination:

[0015] - the station further comprises at least a third zone dedicated to recharging of at least one auxiliary vehicle energetically at least partially discharged, the third zone comprising the energy recharging system;

[0016] - said railway station is configured to provide energy recharging to the less partially composed of dihydrogen;

[0017] - at least one of said first, second and third zones comprises at least a ground marking associated with the role to which the said area is dedicated;

[0018] - said first, second and third zones are interchangeable in role;

[0019] - the railway station includes at least one signaling suitable for identifying the role of each of said first, second and third zones and / or suitable for representing the charge level of each auxiliary energy supply vehicle parked within said railway station;

[0020] - each of said first, second and third zones is configured to provide at least one type of energy recharging of said auxiliary supply vehicle belonging to the group comprising:

[0021] - a reloading by catenary,

[0022] - recharging by a third rail dedicated to energy charging,

[0023] - a magnetic reload,

[0024] - recharging by means of a ground feed system,

[0025] - recharging by manual connection to an electrical energy source,

[0026] - recharging by filling with dihydrogen,

[0027] - recharging by replacing a dihydrogen storage element.

[0028] The invention also relates to a railway system comprising a railway network and at least one set of railway convoys, at least one of said railway convoys of said set comprising a locomotive and an auxiliary vehicle for supplying energy to said locomotive, the system comprising at least one railway energy recharging station as described above.

[0029] The railway system according to the invention may comprise one or more of the following characteristics, taken in isolation or in any technically possible combination:

[0030] - said auxiliary energy supply vehicle is capable of supplying a single type of energy or at least two distinct types of energy;

[0031] - said auxiliary energy supply vehicle comprises an indicator external of its charge level.

[0032] These characteristics and advantages of the invention will appear more clearly on reading the description which follows, given solely by way of non-limiting example, and made with reference to the appended drawings, in which:

[0033] [fig. 1] figure 1 is a schematic representation of a railway energy recharging station according to the invention;

[0034] [fig.2] figure 2 is a schematic representation of the high power supply voltage suitable for being supplied by an energy recharging system of the railway station according to the invention according to different examples of recharging modes.

[0035] A railway energy recharging system 10 according to the invention is illustrated in FIG. 1, and comprises a railway network of which a main traffic track 12 is represented, and comprises at least one set of railway convoys 14, at least one of said railway convoys 14 of said set comprising a locomotive 16 and an auxiliary vehicle 18 for supplying energy to said locomotive 16.

[0036] According to the present invention, the system 10 further comprises at least one energy recharging railway station 20.

[0037] The railway station 20 comprises at least a first zone 22 dedicated to the depot of at least one substantially energetically discharged auxiliary vehicle 18, an energetic recharging system illustrated by FIG. 2, and at least a second zone 24 dedicated to the connection to said locomotive of at least one substantially energetically charged auxiliary vehicle 26.

[0038] By "substantially unloaded" and "substantially loaded" is meant that a substantially loaded vehicle is more loaded than a substantially unloaded vehicle, for example, that the charge level of a substantially loaded vehicle is greater than 50% of the maximum possible charge, and that the charge level of a substantially discharged vehicle is less than 50% of the maximum possible charge. In other words, a substantially discharged vehicle has a charge level below a predetermined charge threshold, and a substantially energetically charged vehicle has a charge level above this same predetermined charge threshold.

[0039] Thus, the railway station 20 is a replacement station for a substantially energetically discharged auxiliary vehicle 18 left in the first zone 22, by a substantially energetically charged auxiliary vehicle 26 acquired in the second zone 24.

[0040] According to an optional complementary aspect, the railway station 20 further comprises at least one third zone 28 dedicated to the recharging of at least one at least partially discharged energy-bearing auxiliary vehicle 30 and comprising an energy recharging system not shown in FIG. 1 and illustrated subsequently in FIG. 2.

[0041] In FIG. 1, the charge levels 32 of the auxiliary vehicle 18 for the current energy supply of the locomotive 16, of the substantially energetically charged auxiliary vehicle 26, and of the at least partially energetically discharged auxiliary vehicle 30 are shown.

[0042] More precisely, the charge level 32 of the auxiliary vehicle 18 for the current energy supply of the locomotive 16 is low or even minimal, and potentially does not allow the locomotive 16 to carry out a subsequent mission. The charge level 32 of the substantially energetically charged auxiliary vehicle 26 is maximum, and the charge level 32 of the at least partially energetically discharged auxiliary vehicle 30 is between the charge level 32 of the auxiliary vehicle 18 for the current energy supply of the locomotive 16 and the charge level 32 of the substantially energetically charged auxiliary vehicle 26.

[0043] According to a particular optional aspect, the railway station 20 is configured to provide an energy recharge at least partially composed of dihydrogen.

[0044] Indeed, according to the present invention, the auxiliary energy supply vehicle is capable of supplying a single type of energy or at least two distinct types of energy.

[0045] For example, at least one of the auxiliary energy supply vehicles 18, 26 or 30 is a battery tender comprising a grouping of a predetermined number of batteries or accumulators arranged in series or in parallel such as a battery of accumulators, capacitors, batteries, or even a chemical, electric, dry or liquid battery, or even a solar battery.

[0046] According to another example, at least one of the auxiliary supply vehicles in energy 18, 26 or even 30 is a hybrid tender capable of providing at least two distinct types of energy and includes for example a battery part and a di-hydrogen part.

[0047] According to an optional additional particular aspect, at least one of said first 22, second 24 and third 28 zones comprises at least one ground marking associated with the role to which said zone is dedicated.

[0048] More precisely, the first zone 22 dedicated to the deposition of at least one auxiliary vehicle substantially energy-discharged comprises a marking allowing the driver of the locomotive 16 to optimize the pushing back, stopping and unloading of the unloaded tender 18 (i.e. substantially energy-discharged).

[0049] The second zone 24, dedicated to the connection of at least one substantially energetically charged auxiliary vehicle 26, also comprises a ground marking, in particular if the second zone 24 is adapted in length to contain several tenders in a row on the same track if the planned operating constraints of the railway system 10 according to the present invention require it during an upstream path study specifying the number of tenders and the associated total amount of recharging energy to guarantee the smooth running of each mission. The marking associated with the role of connection of at least one substantially energetically charged auxiliary vehicle 26 of the second zone 24 is then suitable for delimiting the waiting location of each substantially energetically charged auxiliary vehicle 26 in a row on the same track, and / or suitable for delimiting the connection location where the locomotive 16 must be placed for an optimal connection.

[0050] The third zone 28 dedicated to reloading is also suitable for comprising ground markings suitable for delimiting the immobilization location for reloading each at least partially unloaded auxiliary vehicle 30, in particular if several partially unloaded tenders 30 are immobilized there one after the other.

[0051] According to an optional and advantageous complementary aspect, said first 22, second 24 and third 28 zones are interchangeable in role, and capable of each comprising an energy recharging system or of each being connected to a single energy recharging system of the railway station such as that illustrated by FIG. 2.

[0052] In other words, depending on the needs, the first zone 22 instead of being dedicated to the deposition of at least one substantially energetically discharged auxiliary vehicle 18, is dedicated to the connection of at least one substantially energetically charged auxiliary vehicle 26, or is dedicated to the recharging of at least one at least partially energetically discharged auxiliary vehicle 30.

[0053] Similarly, the second zone 24, instead of being dedicated to the connection of at least one substantially energetically charged auxiliary vehicle 26, is dedicated to the deposit of at least one substantially energetically discharged auxiliary vehicle 18 or to the recharging of at least one at least partially energetically discharged auxiliary vehicle 30.

[0054] Similarly, the third zone 28, instead of being dedicated to the recharging of at least one at least partially energetically discharged auxiliary vehicle 30, is dedicated to the deposition of at least one substantially energetically discharged auxiliary vehicle 18 or to the connection of at least one substantially energetically charged auxiliary vehicle 26.

[0055] Alternatively, the first zone 22 is dedicated both to the deposit of at least one substantially energy-discharged auxiliary vehicle 18 and then to the reloading of this deposited empty tender.

[0056] According to another particular complementary and optional aspect, the railway station 20 comprises at least one signal, not shown, capable of identifying the role of each of said first 22, second 24 and third 28 zones and / or capable of representing the charge level of each auxiliary energy supply vehicle 26, 30 parked within said railway station 20.

[0057] As an alternative, an operator of the railway station 20 or of a supervision platform, not shown, of the railway system 10 is able to transmit the reloading status and the location of each tender immobilized within it, the location of each tender and its immobilization time being known in real time to said supervision platform.

[0058] As an optional addition, each of said first 22, second 24 and third 28 zones are configured to provide at least one type of energy recharging of said auxiliary supply vehicle 18 belonging to the group comprising:

[0059] - a reloading by catenary,

[0060] - recharging by a third rail dedicated to energy charging,

[0061] - a magnetic reload,

[0062] - recharging by means of a ground supply system,

[0063] - recharging by manual connection to an electrical energy source,

[0064] - recharging by filling with dihydrogen,

[0065] - a recharging by replacement of dihydrogen storage element, by example by standard exchange of dihydrogen bottles for tender 18 of locomotive 16, in particular by means of a dedicated handling system.

[0066] Figure 2 is a schematic representation of the high voltage power supply capable of being provided by an energy recharging system of the railway station according to the invention according to different examples of recharging modes.

[0067] In Figure 2, a line 34 of stabilized direct voltage, for example of value equal to 1500 VDC is shown and is suitable for being connected to at least one traction machine. In addition, the stabilized direct voltage line 34, a few meters in length depending on the size of the recharging zone 28 or the number of tenders suitable for being recharged simultaneously in said zone 28, is suitable for being connected via a static converter 36 CVS to an energy storage element 38, for example suitable for storing up to 1600 KWh weighing 18 tonnes and having a volume of the order of 20m3, contained in a tender 18 (i.e. auxiliary supply vehicle) to be recharged according to the present invention.

[0068] Via the direct voltage line 34 and the static converter 36, the tender 18 once connected for example via connection of a switch as illustrated in FIG. 2, is suitable for being recharged, via a traction transformer 40 TFP, by a set 42 of catenaries suitable for providing different recharging voltages following a manual action of lifting the corresponding pantograph, in particular 25,000 VAC and 15,000 VAC via the traction transformer 40 TFP when the stabilized direct voltage line 34 is for example of a value equal to 1500 VDC, the traction transformer 40 TFP allowing the transformation of the voltages of 25,000 VAC and 15,000 VAC into a voltage of a value equal to 1500 VDC.

[0069] Alternatively, via the DC voltage line 34 and the static converter 36, the tender 18 once connected for example via connection of a switch as illustrated in FIG. 2, is suitable for being recharged directly by a catenary of the assembly 42 suitable for providing a voltage identical to that of the voltage line 34, for example 1500 VDC, or else via a static converter 36 by a catenary of the assembly 42 suitable for providing a DC voltage of value 3000 VDC greater than that of the voltage line 34 at 1500 VDC, the static converter 36 allowing the change of DC voltage value between the catenary of the assembly 42 and the voltage line 34.

[0070] Alternatively, via the DC voltage line 34 and the static converter 36, the tender 18 once connected for example via connection of a switch as illustrated in FIG. 2, is able to be recharged, via a static converter 36, by a third rail 44 dedicated to energy charging capable of providing a DC voltage, for example, from 550 to 1200 VDC, the static converter 36 allowing the voltage conversion between the third rail 44 and the voltage line 34, the third rail 44 being permanently powered or having a power supply that can be activated manually or preferably by detecting the presence of a tender.

[0071] Alternatively, via the DC voltage line 34 and the static converter 36, the tender 18 once connected for example via connection of a switch as illustrated in FIG. 2, is suitable for being recharged, via a static converter 36, by a ground power supply system 46, suitable for providing a DC voltage, by example of 600 to 750 VDC, the static converter 36 allowing the voltage conversion between the ground power supply system 46 and the voltage line 34, the ground power supply system 46 being permanently powered and automatically connecting to the tender to be recharged in the presence of the latter.

[0072] Alternatively, via the DC voltage line 34 and the static converter 36, the tender 18 once connected for example via connection of a switch as illustrated in FIG. 2, is able to be recharged, via a static converter 36, to a source 48 of magnetic energy, able to supply a DC voltage, for example from 300 to 400 VDC, the static converter 36 allowing the voltage conversion between the source 48 of magnetic energy and the voltage line 34, the source 48 of magnetic energy being permanently powered or having a power supply that can be activated manually or by detecting the presence of a tender.

[0073] Alternatively, via the DC voltage line 34 and the static converter 36, the tender 18 once connected for example via connection of a switch as illustrated in FIG. 2, is suitable for being recharged, by manual connection / activation, via a static converter 36, to a source 50 of electrical energy suitable for providing an AC voltage, for example 400 VAC, the static converter 36 allowing the voltage conversion between the source 50 of electrical energy and the voltage line 34. Such a source 50 of electrical energy is in particular connected to the voltage line 34 by means of industrial sockets suitable for ensuring a connection in complete safety, and the automatic or manual voltage application is only activated after effective connection (polarization pin).

[0074] The loading zone / station 20 could be fully or partially equipped with one or more of the systems 42, 44, 46, 48, 50 previously described, depending on the charging connection of the energy storage element 38 contained in a tender 18 to be recharged.

[0075] When the railway energy recharging station 20 is, in addition or not, capable of providing recharging by filling with dihydrogen using a manually connected / disconnected filling device, it is in particular geographically located near a source of dihydrogen production.

[0076] Furthermore, the railway energy recharging station 20 is suitable for being installed, where appropriate, within an existing infrastructure to limit costs, and / or on a railway zone comprising at least a predetermined minimum number of tracks, and in good running condition, and / or on an area in a major railway transport axis, or at one end of such an axis.

[0077] Subsequently, the method of replacing a tender 18 of locomotive 16 from the main track 12 illustrated in FIG. 1 is described.

[0078] According to a first step, the driver of the train associated with the locomotive 16 separates the locomotive and the tender of the rest of the convoy, and applies the immobilization rules indicated by the technical information RT of the railway site including railway station 20.

[0079] During a second stage, the driver of locomotive 16 announces himself to a post or a regulator of line 12 to request to carry out a maneuver in the direction of the entrance tracks of railway station 20.

[0080] According to a third step, in the presence of a shunting agent (or not), the driver of the locomotive 16, advances the locomotive 16 and the auxiliary vehicle 18 for supplying energy (i.e. tender) of said locomotive 16 to the entrance tracks of the railway station 20.

[0081] According to a fourth step, the driver of locomotive 16 maneuvers the track devices or has them maneuvered, then after authorization to push back, pushes back to the track of zone 22 identified by the post or the regulator as a free track to deposit the “empty” tender 18.

[0082] During a fifth step, once stopped, the driver of locomotive 16 separates the locomotive from tender 18, and applies the immobilization rules indicated by the technical information RT of the railway site including railway station 20.

[0083] According to a sixth step, the driver of the locomotive 16 starts the filling device or requests that it be done.

[0084] According to a seventh step, the driver of the locomotive 16 puts the locomotive 16 back into motion, with or without a shunting agent, to the track of the second zone 24 where a “loaded” tender 26 is available.

[0085] According to an eighth step, the driver of the locomotive 16 connects the locomotive 16 to the “loaded” tender 26, then removes immobilizing devices from the “loaded” tender 26, and possibly carries out a connection test, in particular braking.

[0086] According to a ninth step, the driver of locomotive 16 puts locomotive 16 back into motion with or without a shunting agent to the main track 12, to come and connect his train (not shown).

[0087] According to a tenth step, the driver of the locomotive 16 connects the locomotive 16 to the train, removes the immobilizing devices from the train, and imperatively carries out a brake test by applying the predetermined provisions in force defining the type of test to be implemented.

[0088] According to an eleventh step, once the brake test is conclusive, the driver of locomotive 16 waits for restart orders such as a signal light, departure authorization, etc.

[0089] Those skilled in the art will understand that the invention is not limited to the methods of rea described, nor to the particular examples of the description, the embodiments and variants mentioned above being suitable for being combined with each other to generate new embodiments of the invention.

[0090] The present invention thus makes it possible to optimize the reloading of tender(s) 18 and consequently the availability of locomotives 16. Indeed, according to the present invention, it is possible to reload an auxiliary energy supply vehicle (i.e. tender) of a locomotive in hidden time while the locomotive 16 continues its mission after having taken a full tender 26. The driver of the locomotive 16 only has to leave a tender 18 within the railway station 20 when it is empty to load it and take a full one 26 in its place, and continue to operate while avoiding the tender reloading time. The autonomy of a locomotive 16 in the absence of catenary on the main track 12 of circulation is thus improved since the availability of substantially loaded tenders is increased and immediate when it has been planned beforehand.

[0091] The recharging of tender(s) according to the present invention is also improved in terms of safety since it is implemented in the absence of a locomotive 16 within the dedicated recharging zone 28 of the railway station 20, and this in particular in the case of recharging of the tender by dihydrogen, it is simpler to fill the energy storage element 38 with dihydrogen while calmly managing the increase in the temperature of the tank.

[0092] In addition, the electricity cost of recharging the locomotive tender is optimized because it can be programmed in advance to be carried out in masked time during time slots where the electricity cost is lowest.

Claims

Claims

1. Railway station (20) for recharging energy from an auxiliary vehicle (18, 26, 30) for supplying energy to a locomotive (16) of a railway convoy (14) characterized in that it comprises: - at least a first zone (22) dedicated to the depot of at least one substantially energetically discharged auxiliary vehicle (18), - a system for recharging energy from each auxiliary vehicle, and - at least a second zone (24) dedicated to the connection to said locomotive (16) of at least one substantially energetically charged auxiliary vehicle (26).

2. An energy recharging railway station (20) according to claim 1, wherein the station further comprises at least one third zone (28) dedicated to recharging at least one at least partially discharged energy-bearing auxiliary vehicle (30), the third zone comprising the energy recharging system.

3. A rail station (20) for energy recharging according to claim 1 or 2, wherein said rail station (20) is configured to provide an energy recharging at least partially composed of dihydrogen.

4. An energy recharging railway station (20) according to any one of claims 2 or 3, wherein at least one of said first (22), second (24) and third (28) zones comprises at least one ground marking associated with the role to which said zone is dedicated.

5. A railway station (20) for energy recharging according to any one of claims 2 or 4 in which said first, second and third zones (22, 24, 28) are interchangeable in role.

6. An energy recharging railway station (20) according to claim 4 or 5, wherein the railway station comprises at least one signaling capable of identifying the role of each of said first, second and third zones (22, 24, 28) and / or capable of representing the charge level (32) of each auxiliary energy supply vehicle (18, 26, 30) parked within said railway station (20).

7. A rail station (20) for recharging energy according to any one of claims 4 to 6, wherein each of said first, second and third zones (22, 24, 28) is configured to provide at least one type of energy recharging of said auxiliary supply vehicle belonging to the group comprising: - recharging by catenary (42), - recharging by a third rail (44) dedicated to energy charging, - magnetic recharging (48), - recharging by means of a ground supply system (46), - recharging by manual connection to a source (50) of electrical energy, - recharging by filling with dihydrogen, - recharging by replacing a dihydrogen storage element.

8. Railway system (10) comprising a railway network and at least one set of railway convoys (14), at least one of said railway convoys (14) of said set comprising a locomotive (16) and an auxiliary vehicle (18, 26, 30) for supplying energy to said locomotive (16), the system (10) being characterized in that it comprises at least one railway station (20) for energy recharging according to any one of the preceding claims.

9. A railway system (10) according to claim 8, wherein said auxiliary energy supply vehicle (18, 26, 30) is capable of supplying a single type of energy or at least two distinct types of energy.

10. A railway system (10) according to claim 8 or 9, wherein said auxiliary energy supply vehicle (18, 26, 30) comprises an external indicator of its charge level.

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