emergency power supply device for a railway vehicle

Abstract

The invention relates to an autonomous emergency power supply device (200) for a railway vehicle (202), on board and used when said railway vehicle (202) is no longer powered by an external power source, said device (200) comprising: a high-voltage battery (204) arranged to power a traction chain (206) of the railway vehicle (202) via a first power conversion unit (208), and a low-voltage battery (210) arranged to power at least one auxiliary equipment item (212), said device (200) is arranged so that, when the charge level of said low-voltage battery (210) is less than or equal to a first threshold, the high-voltage battery (204) and low-voltage battery (210) are connected to each other via a second power conversion unit (214) so ​​that said low-voltage battery (210) is powered by said high-voltage battery (204). Figure for abstract: Fig. 2

Description

Title of the invention: emergency power supply device for a railway vehicle Technical field

[0001] The present invention relates to an emergency power supply device for a railway vehicle. It also relates to an emergency power supply method implementing such a device and a railway vehicle comprising such a device.

[0002] The field of the invention is the railway field, and more particularly the field of emergency power supply devices for railway vehicles when the latter cannot be powered by an external energy source such as a catenary. State of the art

[0003] Railway vehicles are powered by external sources, called catenaries. Malfunctions occurring in the power supply of railway vehicles cause safety problems and long delays.

[0004] Power supply devices are known for responding to malfunctions in the power supply of a railway vehicle. For example, one solution is to use a battery on board said vehicle to power both the traction of said vehicle and the auxiliary equipment.

[0005] These solutions are functional but pose various problems, in particular: - power because such a battery cannot provide the energy necessary to operate the vehicle at its optimal power. Often the traction of the vehicle is favored over the optimal power supply of the auxiliary equipment, thus impacting the comfort and health conditions of the users, - autonomy time linked to the previous point, - bulkiness because the supply of energy powering the traction and the auxiliary equipment over an extended period of time requires the use of very large and heavy on-board batteries.

[0006] The invention aims to overcome the aforementioned drawbacks.

[0007] In particular, one aim of the invention is to propose an emergency power supply device for a railway vehicle making it possible to guarantee optimal operation of said vehicle.

[0008] Another aim of the invention is to propose an emergency power supply device for a railway vehicle with increased autonomy over time.

[0009] Finally, another aim of the invention is to propose an emergency power supply device for a railway vehicle, which is lighter and less bulky. Statement of the invention

[0010] The invention makes it possible to achieve at least one of the aforementioned aims by an autonomous emergency power supply device for a railway vehicle, on board said railway vehicle, used when said railway vehicle is no longer powered by an external power source, said emergency power supply device comprising: - a high-voltage battery delivering a high-voltage electrical signal and arranged to power a traction chain of the railway vehicle via a first power conversion unit, and - a low-voltage battery delivering a low-voltage electrical signal and arranged to power at least one auxiliary device. The device according to the invention is arranged so that, when the charge level of said low voltage battery is less than or equal to a first threshold, the high voltage and low voltage battery are connected to each other via a second power conversion unit so that said low voltage battery is powered by said high voltage battery.

[0011] Thus, when the charge level of the low-voltage battery becomes critical to ensure the power supply of the auxiliary equipment, the high-voltage battery supplies the low-voltage battery, which makes it possible to maintain optimal operation, i.e. without degradation of performance or comfort, of the railway vehicle when the latter is not supplied by an external energy source such as a catenary.

[0012] The transfer of energy between the high voltage battery and the low voltage battery also makes it possible to extend the power supply to the auxiliary equipment, which makes it possible, among other things, to increase the autonomy time of the vehicle's battery power supply.

[0013] Furthermore, the presence of a high voltage and low voltage battery with their own roles combined with a connecting capacity is an advantageous design because it separates the battery that powers the traction chain from the battery that powers the auxiliary equipment. As a result, the device according to the invention makes it possible to optimize the mass and volume of the high and low voltage batteries. In particular, the connection between the high voltage and low voltage batteries makes it possible to reduce the size and mass of the low voltage battery because the high voltage battery can provide part of the energy required by the low voltage battery, thus acting as an energy reservoir for the low voltage battery. The device according to the invention is therefore lighter and less bulky than the devices of the prior art.

[0014] By “auxiliary equipment” is meant any electrical device or apparatus located within the railway vehicle, other than the elements of the traction chain such as the electric traction motor(s), also called “motor of traction”.

[0015] By "battery" is meant any electrical energy storage module, in particular rechargeable, which may comprise one or more electrical energy storage elements. Thus, the word "battery" may designate a set of several batteries, or several electrical energy storage modules, possibly distributed within the electric vehicle.

[0016] The voltage delivered by the high voltage and / or low voltage battery is preferably a direct DC voltage.

[0017] By “high voltage” we mean an electrical signal with a voltage greater than or equal to 750 volts.

[0018] By “medium voltage” we mean an electrical signal with a voltage between 120 volts and 750 volts.

[0019] By “low voltage” we mean an electrical signal with a voltage less than or equal to 120 volts.

[0020] By way of non-limiting example, the nominal voltage of the low voltage battery may be 72 volts or 110 volts DC. The first threshold may be less than or equal to 90 or 91% of the nominal charge level of the low voltage battery.

[0021] By "nominal voltage" or "nominal charge level" is meant an optimal operating voltage or an optimal operating charge level.

[0022] The second emergency power conversion unit of the device according to the invention may comprise an adaptation converter and an isolated reversible converter, said isolated reversible converter being able to comprise a conversion factor greater than that of the adaptation converter, in particular between two and ten times greater, and preferably nine times greater.

[0023] The second power unit is used to convert a high voltage electrical signal into a low voltage electrical signal.

[0024] Thus, the difference in conversion factor between the two converters belonging to the second power conversion unit makes it possible to obtain a more precise conversion and therefore to guarantee an optimal conversion of the high voltage electrical signal into a desired low voltage electrical signal.

[0025] In addition, this helps to limit damage to the low voltage battery.

[0026] The isolated reversible converter of the device according to the invention can be arranged to convert a high voltage electrical signal greater than 750 volts, preferably greater than or equal to 750 volts, and more particularly a high voltage electrical signal equal to 750 volts, or 1200 volts into an electrical signal of voltage less than 120 volts, preferably equal to 80 volts.

[0027] The adaptation converter of the device according to the invention can be arranged to convert an electrical signal of voltage less than or equal to 120 volts, and more particularly equal to 80 volts into an electrical signal of voltage less than 80 volts, preferably equal to 72 volts.

[0028] The adaptation converter of the device according to the invention can be arranged to supply the low voltage battery with an electrical signal of voltage between 70 volts and 120 volts, preferably equal to 72 volts.

[0029] When said vehicle is powered by the external energy source, the first power conversion unit can be arranged to charge: - the high voltage battery of the device according to the invention via the second power conversion unit, in particular via the isolated reversible converter, and - the low voltage battery of the device according to the invention via a battery charger arranged to supply the appropriate energy to said low voltage battery, the adaptation converter serving as an interface between said battery charger and the low voltage battery.

[0030] Thus, when the train is powered by its external source, that is to say during the nominal operation of the vehicle, the device according to the invention is charged by the “conventional” components involved in the nominal operation of the vehicle. The batteries used in the emergency power supply device are therefore rechargeable and therefore reusable and do not require the use of an additional element not present in the nominal mode of the vehicle. When the charge level of the high-voltage battery of the device according to the invention is greater than a second threshold, said high-voltage battery can be arranged to power the first power conversion unit, which can power at least one auxiliary equipment

[0031] The second threshold may be greater than 1200 volts, preferably equal to 1200 volts or 1500 volts in direct voltage DC.

[0032] The high voltage battery and / or the low voltage battery of the device according to the invention may consist of one or more battery modules connected in series, each comprising several energy storage cells.

[0033] Therefore, the emergency device according to the invention is adaptable to different types and designs of batteries.

[0034] The high voltage battery of the device according to the invention may consist of at least two batteries each delivering a voltage lower than the output voltage of said high voltage battery, and connected in series by a switch.

[0035] The high voltage battery can be arranged to deliver a high voltage electrical signal greater than 750 volts, preferably greater than or equal to 750 volts, and more particularly an electrical signal with a voltage equal to 750 volts, or 1200 volts.

[0036] The low voltage battery of the device according to the invention may have a density lower energy than that of the high voltage battery of the device according to the invention, in particular between two and twelve times lower, and preferably ten times lower.

[0037] Thus, according to the device according to the invention, the size of the low voltage battery can be "reduced" compared to conventional systems in which the low voltage battery comprises a high energy density to ensure the supply of energy necessary for the needs of the railway vehicle. According to the device according to the invention, the size of the low voltage battery is smaller because the high voltage battery can supply energy to the components of the railway vehicle, which compensates for the energy that the low voltage battery must supply. The device according to the invention therefore makes it possible to optimize the energy density of the low voltage battery. The low voltage battery is therefore less bulky than that used in conventional systems.

[0038] The high voltage battery and / or the low voltage battery of the device according to the invention may comprise a lithium battery.

[0039] The low voltage battery of the device according to the invention can be arranged to power the auxiliary equipment for at least three hours.

[0040] The emergency device according to the invention can operate for a long period of time, which allows the vehicle to reach remote stations or stopping points to pick up said vehicle.

[0041] Furthermore, this ensures a wide operating range of said emergency device.

[0042] The low voltage battery of the device according to the invention can be arranged to power at least one piece of safety equipment.

[0043] According to another aspect of the invention, a railway vehicle is provided comprising a power supply device according to the invention.

[0044] Such a railway vehicle may be a train, a locomotive, etc.

[0045] According to another aspect of the invention, there is proposed a method for emergency power supply of a railway vehicle implemented by the emergency power supply device of a railway vehicle according to the invention, said method being used when said railway vehicle is no longer powered by an external power source and comprising: - a power supply of a traction chain of said vehicle via the first power conversion unit, said first power conversion unit being powered by the high voltage battery delivering a high voltage electrical signal, - a power supply, by the low voltage battery delivering a low voltage electrical signal, of at least one auxiliary device.

[0046] The method according to the invention comprises, when the charge level of said low voltage battery is less than or equal to a first threshold,: - a connection of the high voltage and low voltage battery by a second power conversion unit, and - a power supply of said low voltage battery by said high voltage battery.

[0047] The method according to the invention guarantees the same advantages as the device according to the invention.

[0048] The method according to the invention therefore makes it possible to guarantee optimal operation of the vehicle when the latter is powered by batteries, which makes it possible, among other things, to increase the battery operating time.

[0049] Furthermore, the method according to the invention allows the device according to the invention to be less bulky and less heavy.

[0050] The second emergency power conversion unit may comprise the adaptation converter and the isolated reversible converter, said method according to the invention may comprise: - a conversion, by the isolated reversible converter, of a high voltage electrical signal greater than or equal to 750 volts, and more particularly a high voltage electrical signal equal to 750 volts, or 1200 volts into an electrical signal of voltage less than 120 volts, preferably equal to 80 volts, and - a conversion, by the adaptation converter, of an electrical signal of voltage less than or equal to 120 volts, and more particularly equal to 80 volts into an electrical signal of voltage less than 80 volts, preferably equal to 72 volts.

[0051] The method according to the invention may comprise a power supply by the adaptation converter of the low voltage battery with an electrical signal of voltage between 70 volts and 120 volts, preferably equal to 72 volts.

[0052] The method according to the invention may comprise, when said vehicle is powered by the external energy source: - charging by the first power conversion unit, of the high-voltage battery via the second power conversion unit, in particular via the isolated reversible converter, and - charging by the first power conversion unit, of the low voltage battery via a battery charger arranged to supply the appropriate energy to said low voltage battery, the adaptation converter serving as an interface between said battery charger and the low voltage battery.

[0053] The method according to the invention may comprise, when the charge level of the high voltage battery is greater than a second threshold,: - a power supply, by said high voltage battery, of the first power conversion unit, - a power supply, by the first power conversion unit, of at least one auxiliary equipment.

[0054] The low voltage battery of the method according to the invention can be arranged to power at least one piece of safety equipment. Brief description of the drawings

[0055] Other advantages and particularities of the invention will appear on reading the detailed description of implementations and embodiments which are in no way limiting, and the following appended drawings. [Fig.l] [Fig.l] is a schematic representation of a non-limiting exemplary embodiment of a method according to the invention; [Fig.2] [Fig.2] is a first schematic representation of an exemplary embodiment of a device according to the invention, in a configuration in which the railway vehicle is not powered by an external source; [Fig.3] [Fig.3] is a schematic representation of a non-limiting exemplary embodiment of an electrical circuit of a device according to the invention; [Fig.4] [Fig.4] is a second schematic representation of the device of [Fig.2], in a configuration in which the railway vehicle is powered by an external source. Detailed description of the figures

[0056] It is understood that the embodiments which will be described below are in no way limiting. In particular, it will be possible to imagine variants of the invention comprising only a selection of characteristics described below isolated from the other characteristics described, if this selection of characteristics is sufficient to confer a technical advantage or to differentiate the invention compared to the state of the prior art. This selection comprises at least one preferably functional characteristic without structural detail, or with only a part of the structural details if this part alone is sufficient to confer a technical advantage or to differentiate the invention compared to the state of the prior art.

[0057] In particular, all the variants and all the embodiments described can be combined with each other if nothing prevents this combination from a technical point of view.

[0058] In the figures, the elements common to several figures retain the same reference.

[0059] [Fig.l] is a schematic representation of a non-limiting exemplary embodiment of a method according to the invention.

[0060] Method 100 is a method of emergency powering a railway vehicle when said railway vehicle is no longer powered by a power source. external, such as a catenary.

[0061] The method 100 then comprises a power supply 102 of the traction chain of the railway vehicle via a first power conversion unit. The first power conversion unit is powered by a high-voltage battery delivering a high-voltage electrical signal.

[0062] The method 100 also comprises a power supply 104, by a low voltage battery delivering a low voltage electrical signal, of at least one auxiliary equipment.

[0063] When the charge level of said low voltage battery is less than or equal to a first threshold, the method 100 then comprises - a connection 106 of the high voltage battery and the low voltage battery. The high voltage and low voltage batteries are connected by a second power conversion unit, and - a power supply 108 of the low voltage battery by the high voltage battery.

[0064] Thus, as long as the charge level of the low voltage battery is higher than the first threshold, the high-voltage and low-voltage batteries are not connected. In this case (when the high-voltage and low-voltage batteries are not connected), the high-voltage battery is arranged to power the vehicle's drivetrain via the first power conversion unit. The low-voltage battery is arranged to power at least one auxiliary device.

[0065] The first threshold can be reached when the charge level of the low voltage battery is less than or equal to 91% or 90% of the nominal charge level of the low voltage battery.

[0066] In a first variant of the method 100, when the vehicle can move, the traction chain remains powered by said high voltage battery and the at least one auxiliary remains powered by the low voltage battery.

[0067] For example, when the movement of the vehicle is blocked by an obstacle or by a command from a control device, the traction chain of said vehicle is no longer powered by the high-voltage battery.

[0068] Thus, in a second variant, when the vehicle is stationary, the first power conversion unit can be powered by the high-voltage battery even if the railway vehicle must remain stationary. In this case, the power supply to the traction chain is interrupted by the control device following, for example, a command from the driver of said vehicle. The movement of the vehicle is blocked.

[0069] In a third variant of the method 100, if a command is sent to block the movement of the vehicle or if the vehicle is blocked in its movement, for example, by an obstacle on the track, the power supply 102 of the traction chain via the first power conversion unit by the high-voltage battery is stopped by the control device. No energy is sent to the first unit of power conversion. The low-voltage battery can continue to supply power to the vehicle's auxiliaries.

[0070] [Fig.2] is a first schematic representation of an exemplary embodiment of a device according to the invention, in a configuration in which the railway vehicle is not powered by an external source.

[0071] In [Fig.2], the elements represented by thick arrows with a pattern illustrate a voltage supply (DC).

[0072] The device 200 of [Fig.2] is an autonomous emergency power supply device for a railway vehicle 202, on board said railway vehicle 202. The device 200 is used when said railway vehicle 202 is no longer powered by an external power source, for example during a power failure.

[0073] The emergency power supply device 200 comprises: - a high-voltage battery 204 delivering a high-voltage electrical signal and arranged to power a traction chain 206 of the railway vehicle 202 via a first power conversion unit 208, and - a low voltage battery 210 delivering a low voltage electrical signal and arranged to power at least one auxiliary equipment 212.

[0074] The device 200 is arranged so that, when the charge level of said low voltage battery 210 is less than or equal to the first threshold, the high voltage battery 204 and low voltage battery 210 are connected to each other via a second power conversion unit 214 so that said low voltage battery 210 is powered by said high voltage battery 204.

[0075] The high voltage battery 204 and low voltage battery 210 are arranged to deliver a direct voltage DC.

[0076] For a low voltage battery comprising a nominal charge level of 72 volts DC, this first threshold can be reached when the charge level of the low voltage battery is equal to 66 volts DC.

[0077] Thus, the second power conversion unit 214 makes it possible to convert a high voltage electrical signal into a low voltage electrical signal.

[0078] Furthermore, as long as the charge level of the low voltage battery 210 is higher than the first threshold (not shown), the high voltage 204 and low voltage 210 batteries are not connected. In this case, the high voltage battery 204 is arranged to power the traction chain 206 of the railway vehicle 202 via the first power conversion unit 208. The low voltage battery 210 is arranged to power at least one auxiliary equipment 212.

[0079] Auxiliary equipment includes: air conditioners, heating means, ventilation means 216, lighting means 218, and - 220 safety equipment.

[0080] The low voltage battery 210 can supply the auxiliary equipment 212 cumulatively or alternatively.

[0081] The traction chain 206 comprises at least one motor (not shown) arranged to transform the electrical energy output by the first power conversion unit 208 into mechanical energy to move the railway vehicle 202 forward and mechanical components to make the forward movement of said vehicle 202 effective.

[0082] The external power source may be a catenary (not shown). The vehicle includes a pantograph 222 arranged to, when the railway vehicle 202 is connected to the external power source, capture electrical energy from the catenary. In [Fig.2], the pantograph 222 is not connected to the external power source.

[0083] The first power conversion unit 208 is arranged to change the form of electrical energy, for example converting alternating current AC into direct current DC; or converting direct current DC into alternating current AC, etc.

[0084] The high voltage battery 204 and / or the low voltage battery 210 may comprise a lithium battery. In particular, the high voltage batteries 204 and low voltage batteries 210 may be lithium batteries.

[0085] The low voltage battery 210 may be sized to power the auxiliary equipment for at least three hours.

[0086] The low voltage battery may comprise a lower energy density than the high voltage battery, in particular between two and twelve times lower, and preferably ten times lower. The low voltage battery is therefore more compact than that which can be used in conventional systems.

[0087] When the railway vehicle 202, which may for example be a train, is immobilized on the railway track by obligation, the traction chain 206 of the vehicle 202 can be blocked by a control device (not illustrated).

[0088] When the movement of the railway vehicle 202 is blocked by an obstacle or by a command from a control device, the traction chain of said vehicle 202 is no longer powered by the high voltage battery 204.

[0089] Thus the power supply to the traction chain can be blocked by the control device.

[0090] The device 200 is arranged to implement the steps of the method 100 of [Fig.l].

[0091] Furthermore, the low voltage battery 210 is arranged to power at least one safety device 220.

[0092] [Fig.3] is a schematic representation of an example of the implementation of a circuit electrical of a device according to the invention, and in particular of the device 200 of the [Fig.2].

[0093] The second emergency power conversion unit 214 comprises an adaptation converter 302 and an isolated reversible converter 304.

[0094] The isolated reversible converter 304 is arranged to serve as an interface between the high voltage battery 204 and the adaptation converter 302. Thus, the isolated reversible converter 304 is connected to the high voltage battery 204 and to the adaptation converter 302.

[0095] The adaptation converter 302 is arranged to serve as an interface between the isolated reversible converter 304 and the low voltage battery 210. Thus, the adaptation converter is connected to the low voltage battery 210 and to the isolated reversible converter 304.

[0096] The isolated reversible converter 304 comprises a conversion factor greater than that of the adaptation converter 302, in particular between two and ten times greater, and preferably nine times greater.

[0097] The isolated reversible converter 304 is arranged to convert a high voltage electrical signal greater than 750 volts, preferably greater than or equal to 750 volts, and more particularly a high voltage electrical signal equal to 750 volts, or 1200 volts into an electrical signal of voltage less than 120 volts, preferably equal to 80 volts.

[0098] The adaptation converter 302 is arranged to convert an electrical signal of voltage less than or equal to 120 volts, and more particularly equal to 80 volts into an electrical signal of voltage less than 80 volts, preferably equal to 72 volts.

[0099] In the case illustrated in [Fig.3], the high-voltage battery 204 is a lithium battery composed of several modules connected in series, which are themselves formed of several cells. The high-voltage battery 204 is arranged to deliver a voltage of 750 volts (V), with a capacity of 23 Ampere hours (Ah) and a minimum energy of 10 kilowatt hours (kWh). The high-voltage battery is also arranged to provide a voltage greater than 1200 V upstream of a direct current main circuit breaker (not shown), which via the first conversion unit 208 (not shown in this figure), supplies the traction motors of the vehicle 202.

[0100] During a power failure, when the vehicle is no longer powered by the external energy source (for example, by the catenary), the high-voltage battery 204 supplies the low-voltage battery 210 and thus serves as an additional energy reserve for the low-voltage battery 210. The power supply of the low-voltage battery 210 by the high-voltage battery 204 makes it possible to guarantee a longer supply of energy to the auxiliary equipment.

[0101] The low voltage battery 210 is a lithium battery composed of several modules connected in series, which are themselves formed of several cells. The low voltage battery 210 is arranged to deliver a voltage of 72 V, with a capacity of 230 Ah and an energy of 16.5 kWh. The low-voltage battery 210 supplies the train's auxiliary equipment with a direct voltage (DC) of 72 V, such as lighting, ventilation, etc.

[0102] Thus, the high voltage battery 204 and the low voltage battery 210 consist of one or more battery modules connected in series, each comprising several energy storage cells.

[0103] The high voltage battery 204 is connected upstream of a main DC signal circuit breaker (not shown). The high voltage battery 204 produces a supply voltage equivalent to that injected into the main DC signal circuit breaker of the railway vehicle.

[0104] The low voltage battery 210 has a lower energy density than the high voltage battery 204 and is connected to power all of the auxiliary equipment 212 operating at low voltage.

[0105] In a variant not illustrated, the high voltage battery 204 is composed of at least two batteries delivering a voltage lower than the output voltage of said high voltage battery, for example two medium voltage batteries, connected in series by a switch.

[0106] The adaptation converter 302 is a DC / DC direct voltage converter and is connected to the low voltage battery 210 and to a battery charger 306. The battery charger 306 is arranged to ensure adequate charging of the low voltage battery 210 when the vehicle 202 is powered by the external source. The adaptation converter 302 is also connected to the isolated reversible converter 304. The adaptation converter 302 is arranged to supply the low voltage battery with an electrical signal of voltage between 70 volts and 120 volts, preferably equal to 72 volts. In the case considered, the battery charger 306 and the adaptation converter are arranged to supply the low voltage battery 210 with a direct DC voltage of 72 volts (V).

[0107] The battery charger 306 is connected to the adaptation converter 302 via a first node 316.

[0108] The isolated reversible converter 304 is a DC / DC direct voltage converter and is arranged to convert a voltage of + / - 750 V into a voltage of + / - 80 V. By way of non-limiting example, the isolated reversible converter 304 is a 4 kilowatt (kW) power converter connecting the voltage + / - 750 V direct voltage DC and the low voltage network + / - 80 V direct voltage DC and comprising an isolation level of 4 kV. The isolated reversible converter 304 is arranged to charge the high voltage battery 204 when the vehicle 202 is powered by the external energy source. The isolated reversible converter 304 is connected to the adaptation converter 302, which is connected to the low voltage battery 210, to allow to the high voltage battery 204 to power the low voltage battery 210 when the charge level of the low voltage battery 210 is less than or equal to the first threshold. By way of non-limiting example, the first threshold may be reached when the charge level of the low voltage battery 210 is 50 V DC.

[0109] Switching, monitoring and safety devices, corresponding for example to contactors, diodes, etc., are also illustrated in [Fig.3].

[0110] First switches 308 are arranged to connect or disconnect the high voltage battery 204 to the first power conversion unit 208 (not illustrated in [Fig.3]), i.e. to the “main” conversion system of the railway vehicle.

[0111] Second switches 310 are arranged to connect or disconnect the high voltage battery 204 with the second power conversion unit 214, in particular via the isolated reversible converter 304.

[0112] Thus, the high voltage battery 204 can be connected to the first power conversion unit 208 without being connected to the second power conversion unit 214.

[0113] Third switches 312 are arranged to connect or disconnect the low voltage battery 210 with: - the second power conversion unit 214 via the adaptation converter 302, or - the low voltage power supply circuit of the railway vehicle via node 314.

[0114] The auxiliary equipment (not shown in [Fig.3]) is connected to the low voltage battery via a node 314.

[0115] The power supply of the low voltage battery 210 by the high voltage battery 204 is controlled and / or monitored by the control device (not shown). The control device is arranged to monitor and control the high voltage 204 and low voltage 210 batteries. This battery control device is also connected to the second power conversion unit 214. This battery control device is in particular connected to the isolated reversible converter 304 and to the adaptation converter 302.

[0116] Thus, the control device is arranged to control the opening or closing of the first, second and third switches 308, 310, 312 simultaneously or alternately.

[0117] Therefore, the high voltage battery 204 and / or the low voltage battery 210 may not be connected to the second power conversion unit 214 when the switches 308 and / or 310 and / or 312 are open. Furthermore, the high voltage 204 and low voltage 210 batteries are not necessarily connected to each other when the switches 308 and / or 310 and / or 312 are open.

[0118] In a first variant not illustrated, when the charge level of the high voltage battery 204 is greater than a second threshold, said high voltage battery 204 is arranged to power the first power conversion unit 208, which powers at least one auxiliary equipment 212. By way of non-limiting example, the second threshold may be 1200 V direct voltage DC or 1500 V direct voltage DC.

[0119] In this case, when the high voltage battery 204 is not connected to the second power conversion unit 214, the high voltage battery 204 is responsible for providing the energy and power necessary to rescue the vehicle 202 and allow it to drop off the passengers at the next station. The power generated by the high voltage battery 204 will allow, via the first power conversion unit 208, to power the traction chain 206 and at least one auxiliary equipment 212.

[0120] The circuit of [Fig.3] is configured to perform: - a conversion, by the isolated reversible converter 304, of a high voltage electrical signal greater than 750 volts, and more particularly a high voltage electrical signal equal to 750 volts, or 1200 volts into an electrical signal of voltage less than 120 volts, preferably equal to 80 volts, and - a conversion, by the adaptation converter 302, of an electrical signal of voltage less than or equal to 120 volts, and more particularly equal to 80 volts into an electrical signal of voltage less than 80 volts, preferably equal to 72 volts.

[0121] In particular, in the example given in [Fig.3], the electrical circuit performs: - the conversion by the isolated reversible converter 304, of a high voltage electrical signal greater than or equal to 750 volts into a voltage equal to 80 volts, and - the conversion, by the adaptation converter 302, of an electrical signal of voltage equal to 80 volts into a voltage of 72 volts.

[0122] [Fig.4] is a schematic representation of the device of [Fig.2], in a configuration in which the railway vehicle is powered by an external source. The external source 402 is a catenary 402.

[0123] In [Fig.4], the elements represented by thick arrows with pattern illustrate a voltage supply (DC).

[0124] Thus, the railway vehicle 202 operates in a normal operating mode, also called nominal mode. In this case, the conventional traction system composed of the catenary 402, the pantograph 222, the first power conversion unit 208 are connected. The first power conversion unit 208 is supplied with voltage via the pantograph 222, itself supplied by the catenary 402. Thus, the first power conversion unit 208 supplies: - the 206 powertrain consisting of the engine and mechanical components in order to ensure the movement of the train, and - auxiliary equipment 212.

[0125] Part of the energy captured by the catenary is used to recharge the high voltage battery and the low voltage battery.

[0126] The first power unit 208 powers the second power conversion unit 214.

[0127] In particular, the first power conversion unit 208 is arranged to charge: - the high voltage battery 204 via the second power conversion unit 214, in particular via the isolated reversible converter, and - the low voltage battery 210 via a battery charger (illustrated in [Fig.3]) arranged to supply the appropriate energy to said low voltage battery 210, the adaptation converter serving as an interface between said battery charger and the low voltage battery 210.

[0128] The auxiliary equipment is supplied with low voltage by the first power conversion unit directly via the battery charger 306, the latter being connected to the low voltage battery via the adaptation converter 302.

[0129] The device 200 of [Fig.4] is arranged to carry out the steps of the method 100 of [Fig.l].

[0130] In particular, in [Fig.4], the device 200 is shown in a configuration in which it performs: - a charge, by the first power conversion unit 208, of the high voltage battery 204 via the second power conversion unit 214, in particular via the isolated reversible converter 304, and - charging, by the first power conversion unit 208, of the low voltage battery 210 via a battery charger 306 (illustrated in [Fig.3]) arranged to supply the appropriate energy to said low voltage battery 210, the adaptation converter 302 serving as an interface between said battery charger 306 and the low voltage battery 210.

[0131] Of course, the invention is not limited to the examples which have just been described. Numerous modifications can be made to these examples without departing from the scope of the present invention as described.

Claims

Claims

1. Autonomous emergency power supply device (200) for a railway vehicle (202), on board said railway vehicle (202), used when said railway vehicle (202) is no longer powered by an external power source (402), said emergency power supply device (200) comprising: - a high voltage battery (204) delivering a high voltage electrical signal and arranged to power a traction chain (206) of the railway vehicle (202) via a first power conversion unit (208), and - a low voltage battery (210) delivering a low voltage electrical signal and arranged to power at least one auxiliary equipment (212), characterized in that said device (200) is arranged so that, when the charge level of said low voltage battery (210) is less than or equal to a first threshold,the high voltage (204) and low voltage (210) battery are connected to each other via a second power conversion unit (214) so ​​that said low voltage battery (210) is powered by said high voltage battery (204), the second emergency power conversion unit (214) comprising an adaptation converter (302) and an isolated reversible converter (304).,

2. Device according to claim 1, characterized in that said isolated reversible converter (304) comprises a conversion factor greater than that of the adaptation converter (302), in particular between two and ten times greater, and preferably nine times greater.

3. Device (200) according to claim 1 or 2, characterized in that: - the isolated reversible converter (304) is arranged to convert a high voltage electrical signal greater than 750 volts, preferably greater than or equal to 750 volts, and more particularly a high voltage electrical signal equal to 750 volts, or 1200 volts into an electrical signal of voltage less than 120 volts, preferably equal to 80 volts, and - the adaptation converter (302) is arranged to convert an electrical signal of voltage less than or equal to 120 volts, and more particularly equal to 80 volts in an electrical signal of voltage less than 80 volts, preferably equal to 72 volts.

4. Device (200) according to any one of claims 1 to 3, characterized in that when said vehicle (202) is powered by the external energy source (402), the first power conversion unit (208) is arranged to charge: - the high voltage battery (204) via the second power conversion unit (214), in particular via the isolated reversible converter (304), and - the low voltage battery (210) via a battery charger (306) arranged to supply the appropriate energy to said low voltage battery (210), the adaptation converter (302) serving as an interface between said battery charger (306) and the low voltage battery (210).

5. Device (200) according to any one of the preceding claims, characterized in that when the charge level of the high voltage battery (204) is greater than a second threshold, said high voltage battery (204) is arranged to power the first power conversion unit (208), which powers at least one auxiliary equipment (212).

6. Device (200) according to any one of the preceding claims, characterized in that the high voltage battery (204) and / or the low voltage battery (210) consists of one or more battery modules connected in series each comprising several energy storage cells.

7. Device (200) according to any one of the preceding claims, characterized in that the high voltage battery (204) consists of at least two batteries each delivering a voltage lower than the output voltage of said high voltage battery, and connected in series by a switch.

8. Device (200) according to any one of the preceding claims, characterized in that the low voltage battery (210) is arranged to power at least one safety device (220).

9. Railway vehicle comprising a power supply device (200) emergency according to any one of the preceding claims.

10. A method (100) for emergency powering a railway vehicle (202) implemented by the emergency powering device of a railway vehicle according to any one of the preceding claims, said method (100) being used when said railway vehicle (202) is no longer powered by an external power source (402) and comprising: - a power supply (102) of a traction chain of said vehicle (202) via the first power conversion unit (208), said first power conversion unit (208) being powered by the high voltage battery (204) delivering a high voltage electrical signal, - a power supply (104), by the low voltage battery (210) delivering a low voltage electrical signal, of at least one auxiliary equipment (212), characterized in that said method (100) comprises, when the charge level of said low voltage battery (210) is less than or equal to a first threshold: - a connection (106) of the high voltage (204) and low voltage (210) battery by a second power conversion unit (214), and - a power supply (108) of said low voltage battery (210) by said high voltage battery (204).

11. Method (100) according to claim 10, characterized in that the second emergency power conversion unit (214) comprises the adaptation converter (302) and the isolated reversible converter (304), said method comprising: - a conversion, by the isolated reversible converter (304), of a high voltage electrical signal greater than or equal to 750 volts, and more particularly a high voltage electrical signal equal to 750 volts, or 1200 volts into an electrical signal of voltage less than 120 volts, preferably equal to 80 volts, and - a conversion, by the adaptation converter (302), of a electrical signal of voltage less than or equal to 120 volts, and more particularly equal to 80 volts into an electrical signal of voltage less than 80 volts, preferably equal to 72 volts.

12. Method (100) according to any one of claims 10 or 11, characterized in that the second emergency power conversion unit (214) comprises the adaptation converter (302) and the isolated reversible converter (304), said method comprising, when said vehicle (202) is powered by the external energy source (402), : - a charge by the first power conversion unit (208), of the high voltage battery (204) via the second power conversion unit (214), in particular via the isolated reversible converter (304), and - a charge by the first power conversion unit (208), of the low voltage battery (210) via a battery charger (306) arranged to supply the appropriate energy to said low voltage battery (210), the adaptation converter (302) serving as an interface between said battery charger (306) and the low voltage battery (210).

13. Method (100) according to any one of claims 10 to 12, characterized in that it comprises, when the charge level of the high voltage battery (204) is greater than a second threshold,: - a power supply, by said high voltage battery (204), of the first power conversion unit (208), - a power supply, by the first power conversion unit (208), of at least one auxiliary equipment (212).

14. Method (100) according to any one of claims 10 to 13, characterized in that the low voltage battery (210) is arranged to power at least one safety device (220).

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