Method for performing work on track facilities and rail vehicle

Abstract

In a method for performing work on a track installation (9) by a rail car (1) including a track powered car (2) with at least one electrically operable processing device (4, 5) and an energy supply device (15) for supplying electric energy, and a trailer (3) coupled to the track powered car (2) and equipped with an energy storage device (16) for supplying electric energy, the rail car (1) is moved to a track location to be processed, the trailer (3) is decoupled from the track powered car (2), and the track location to be processed is processed by the track powered car (2). In this case, the electric traction drive (14) of the trailer (3) and the processing device (6-8) of the trailer (3) are supplied with electric energy from the energy storage device (16) before and / or after the processing by the track powered car (2), so that the track location is processed by the trailer (3). In this way, the trailer (3) is used autonomously for the track processing.

Description

[Technical field]

[0001] The present invention relates to a method for performing work on a track installation by means of a rail vehicle comprising a track powered car equipped with at least one electrically operable processing device and an energy supply device for supplying electrical energy, and a trailer coupled to the track powered car and equipped with an energy storage device for supplying electrical energy, whereby the rail vehicle is moved to a track location to be treated, the trailer is decoupled from the track powered car, and the track location to be treated is treated using the track powered car. The invention further relates to a corresponding rail vehicle. [Background technology]

[0002] From DE 10 2019213662 A1 a method according to the generic concept and a corresponding rail vehicle are known. The rail vehicle comprises a rail motor car and a trailer, the rail motor car having a track treatment device. Both cars are equipped with a dedicated energy supply device for supplying them with electrical energy, the energy storage device of the rail motor car being rechargeable from the energy storage device of the trailer. During the treatment process, the rail motor car is decoupled from the trailer, the trailer then remaining stationary on the track. Summary of the Invention [Problem to be solved by the invention]

[0003] The object of the invention is to improve a method of the type mentioned at the beginning in order to allow a more flexible and more efficient handling of the track by rail vehicles. Furthermore, it is an object of the invention to provide a corresponding rail vehicle. [Means for solving the problem]

[0004] This problem is solved according to the invention by the features of the independent claims 1 and 9. Advantageous configurations of the invention are described in the dependent claims.

[0005] In this case, the track location is processed with the uncoupled trailer, by supplying the trailer's electric traction drive and the trailer's processing device with electrical energy from the energy storage device before and / or after the processing by the track motor. In this way, the trailer is used autonomously for the track processing. In this case, the required work is carried out before and / or after the track processing by the track motor. In the uncoupled operating mode, both vehicles each use their own energy supply means, in which case at least the trailer operates completely emission-free. After the work is carried out, the trailer is again coupled to the track motor. This means that two autonomous track processing machines are available for the track processing. In contrast, the approval-related requirements for travel in the public railway network apply to the entire rail vehicle, since such transfer travel is carried out in coupled operation. Therefore, only the track motor needs to be equipped with the corresponding devices for the train control system (e.g. ETCS) and train radio equipment.

[0006] In one refinement of the method, the rail car is supplied with electrical energy from the overhead line via a pantograph and has an electric traction drive. In this way, the rail car also operates without emissions. In this case, an electrical energy accumulator is advantageously arranged in the rail car, so that the electrical energy supply can be maintained even in the event of an interruption in the overhead line or when the pantograph is lowered at a transfer point.

[0007] Advantageously, the energy storage device of the trailer is charged in the coupled state via the energy supply device of the rail locomotive. This allows a compact construction, since the trailer does not need a dedicated supply device for charging the energy storage device. In a particularly space-saving construction of the trailer, the entire charging circuit for the energy storage device is arranged in the rail locomotive. The connection to the energy storage device takes place in the coupled state via a suitable charging cable and a charging connector.

[0008] In one preferred variant, a trailer configured as a ballast regulator is used to create the desired track bed profile during track processing. During uncoupling operations, the ballast regulator is operated at the forward speed required for dynamic displacement of the ballast granules. The track power car operates independently at its own forward speed.

[0009] Further advantages of the method are obtained when a track motor car configured as a compactor is used to compact under the sleepers during track preparation, in particular when the entire compactor is advanced cyclically. The cyclical mode of operation of the compactor does not restrict the mode of operation of the detached trailer, which can be advanced continuously, for example to shape or stabilize the ballast bed. Furthermore, continuous treatment of the rails of the track by the trailer is possible independently of the advancement of the compactor. Independent operation of the trailers is also advantageous in the continuous mode of operation of a satellite compactor, since this allows different advancement speeds in each case.

[0010] In the preferred operation of rail vehicles, the trailer is decoupled from the rail motor car during the processing operation by means of an automated and / or remotely controlled coupling device and is recoupled to the rail motor car after the track processing has been carried out. In this way, a high degree of flexibility is achieved in the use of both vehicles. In the case of continuous operation together, the coupling remains intact, in particular the energy storage device of the trailer car being charged via the rail motor car. A decoupled operation is always possible without interrupting the processing operation in between. This is achieved by an automated or remotely controlled coupling process.

[0011] In a further refinement, control data is exchanged between the rail car and the trailer car, particularly during uncoupling operations, via a wireless data connection, which allows automatic coordination of the tasks carried out separately by both cars.

[0012] In one further preferred variant, the entire railcar is supplied with electrical energy from the trailer's energy storage during coupled operation. This allows emission-free operation of the entire railcar when there is no overhead line or when no dedicated energy storage is arranged in the railcar. Furthermore, this type of operation allows optimal utilization of the energy supply in the railcar. The peak load of the electrical consumers is covered by the trailer's electrical energy storage. The base load is provided in the railcar by an internal combustion engine in the optimal speed range or by a fuel cell with optimal efficiency. This results in an overall optimization of all components of the energy supply system realized in the railcar.

[0013] A rail vehicle according to the invention implementing one of the described methods comprises a track powered car with at least one electrically operable processing device and an energy supply device for supplying electric energy, and a trailer with an energy storage device for supplying electric energy, the trailer comprising a dedicated traction drive and a dedicated electrically operable processing device. In this way, the track powered car and the trailer can be used together in a coupled state or separately from each other for processing the track.

[0014] In one advantageous refinement, the trailer is configured as a ballast regulator, which in particular includes a center plow, side plows, cleaning brushes and a ballast accumulator. Such a ballast regulator is usually not required as a separate rail vehicle throughout a working shift. The energy storage device of the ballast regulator therefore does not have to be designed for the entire working shift, since charging takes place in between via the rail motive power car.

[0015] The track motor car is preferably designed as a compactor, which is intended to advance periodically from sleeper to sleeper. With the corresponding rail vehicle, an efficient treatment of a given track section can be carried out. For example, a trailer car designed as a ballast regulator displaces the ballast towards the track centre before the compaction process. After the compaction process, the track can be cleaned and ploughed with the aid of the ballast regulator, so that a firm roadbed can be produced. In a further variant, the trailer car is designed as a so-called dynamic track stabilizer, so that the track can be stabilized after the compaction process, and thus settlement due to train operation can be anticipated.

[0016] A further refinement is characterized in that for coupling the trailer to the track motor car, automatically and / or remotely operable coupling devices with mechanical coupling elements and electrical connecting elements are provided, in particular such coupling devices are provided on both end faces of the track motor car as well as the trailer car. Using corresponding coupling devices, no workers are required on the track to perform the disconnection and connection of both railcar components. This increases the efficiency and personal safety when performing track work in several work steps.

[0017] In one preferred variant, intermediate buffer coupling means with an electrical interface are arranged as coupling devices. For such intermediate buffer coupling means, reliable configurations for an automated mechanical coupling process are known. During the coupling process, separable mechanical coupling elements engage with one another. These mechanical coupling elements are supplemented by removable electrical connection elements which form an electrical interface for transmitting electrical energy between the rail vehicle components.

[0018] Advantageously, the rail car includes a pantograph for supplying electrical energy from the overhead lines, so that when the overhead lines are in operation on the track to be treated, the entire rail car can be operated emission-free, both when operating together and when operating separately from one another.

[0019] For working on tracks without or without working overhead lines, it is advantageous for the track locomotive to include an internal combustion engine and, connected to said engine, a generator for the supply of electrical energy, thus ensuring flexible use of the rail vehicle on various tracks.

[0020] The invention will now be described, by way of example only, with reference to the accompanying drawings, in which: [Brief description of the drawings]

[0021] [Figure 1] FIG. 1 is a schematic diagram showing a railway vehicle equipped with a trailer car in front of a track power car. [Diagram 2] FIG. 2 is a schematic diagram showing a railway vehicle equipped with a trailer car behind a track power car. [Diagram 3] FIG. 2 is a schematic diagram showing a track powered car and trailer during autonomous operation. [Figure 4] FIG. 1 shows a schematic diagram of a rail vehicle with a supply from an energy storage device. [Diagram 5] FIG. 2 is a schematic block diagram of an energy supply; DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0022] The rail vehicle 1 shown in Figures 1 to 4 consists of two components that can be separated from each other during operation: a track motor car 2 and a trailer car 3. Each component includes dedicated processing equipment 4-8 that is configured to perform an operation on the track installation 9. In the example shown, the track motor car 2 is a compactor with a grader / leveller unit 4 and a compaction unit 5. The trailer car 3 is a ballast regulator with a centre plough 6, a side plough 7 and a cleaning device 8.

[0023] This configuration of the invention is suitable for the treatment of ballasted track, where the track, consisting of sleepers 10 and rails 11 attached to the sleepers 10, is supported on a ballast bed 12. The invention also includes other variations, for example a track motor car 2 and trailer 3 with a crane and a lift gate as treatment devices, so that the maintenance of the overhead line 13 can be carried out in different work steps. Other examples (not shown) are a tamping machine as the track motor car 2 and a dynamic track stabilizer, rail grinding machine or rail milling machine as the trailer 3.

[0024] According to the invention, the track motor car 2 comprises, inter alia, an electric traction drive 14 and an energy supply device 15 for supplying electric energy. The trailer 3 comprises an energy store 16, from which electric energy is supplied to the electric traction drive 14 and to the processing devices 6, 7, 8 of the trailer 3. In this way, each component 2, 3 of the rail vehicle 1 can be temporarily used autonomously for track work.

[0025] For various track works and transportation travel, the trailer 3 is coupled to the track motor car 2 via a coupling device 17. In this operating mode, the track motor car 2 and the trailer car 3 form an integral part of the track construction machine. The coupling device 17 includes mechanical coupling members 18 for transmitting tractive forces and electrical connection members 19 for transmitting electrical energy. Possibly, pneumatic and hydraulic coupling members are also included.

[0026] Advantageously, the coupling device 17 can be operated automatically and / or remotely controlled. In this way, the uncoupling and coupling processes can always be carried out without interrupting the work. For example, the coupling device 17 comprises intermediate buffer connection means and an electrical interface, in which case the releasable coupling parts 18 and the connecting parts 19 engage with one another automatically via guide devices. The coupling device 17 is released, for example, by remotely releasing the locking parts of the coupling parts 18 and the connecting parts 19. Advantageously, such a coupling device 17 is arranged on each end face of the track motor car 2 and the trailer car 3.

[0027] Various operating modes are explained on the basis of the examples shown in Figures 1 to 4. Here, a railcar 1 consists of a compactor and a ballast regulator. In Figure 1, a trailer 3 is coupled to a track motor car 2, the trailer 3 being in the lead in the working direction 20. The entire railcar 1 is supplied with electrical energy from a voltage-guiding overhead line 13 via a pantograph 21. In this case, in addition to the supply to the traction drive 14 and the processing devices 4 to 8, an energy store 16 is also charged.

[0028] The operating mode shown in Figure 1 is suitable for re-laying ballast for the subsequent compaction process: the side plows 7 arranged on both sides move the forward or excess ballast towards the track centre, where the ballast is subsequently displaced using the central plow 6. In this way, ballast is introduced to the sleeper 10 so that there is sufficient ballast to compact under the sleeper 10 for the subsequent track elevation.

[0029] In Fig. 2, the rail vehicle 1 is likewise shown in a coupled state, with the track locomotive 2 leading in the working direction 20. Electrical energy is supplied to the drive from the overhead line 13 and the energy storage device 16 of the trailer 3 is charged. In this mode of operation, a cleaning process takes place, for example by means of the cleaning device 8, of the sleepers 10 which have already been tamped underneath. Cleaning brushes 22 sweep the excess ballast towards a conveyor belt 23 which transports it into a ballast accumulator 24. This stored ballast can later be brought via a chute to the track section lacking ballast.

[0030] An important aspect of the invention is the possibility of operating the track motor car 2 and the trailer car 3 as a temporary independent track construction machine. This decoupled mode of operation is shown in Figure 3. The trailer car 3 configured as a ballast regulator runs ahead of the track motor car 2 configured as a compactor. During operation, the two move forward at different speeds, with the compactor moving forward periodically from sleeper 10 to sleeper 10. Irrespective of this, the ballast regulator moves forward at a constant speed, which must not fall below a minimum speed in order for the plows 6, 7 to be able to perform dynamic ballast transport.

[0031] In this decoupled operating mode, the trailer 3 is supplied with electrical energy exclusively from the energy store 16, whereas the rail locomotive 2 can still be supplied via the overhead line 13. If the overhead line 13 is interrupted or not provided, the rail locomotive 2 is operated, for example, with the aid of an internal combustion engine 25. A generator 26 coupled to the internal combustion engine 25 provides electrical energy for the traction drive 14 and for the various electrical drives 27 of the handling devices 4, 5. Additionally or alternatively, in order to bridge interruptions in the overhead line 13, the rail locomotive 2 is also provided with an electrical energy store.

[0032] Advantageously, a wireless data connection means 28 is provided between the autonomously operated trailer car 3 and the track power car 2. For example, control commands from a higher-level control device 29 can be transmitted via this data connection means 28, thereby coordinating the automatic operation of both cars 2, 3.

[0033] In coupled operation, a higher-level control device 29 is used to jointly control the energy supply device 15 and the energy storage device 16 in order to control or regulate the exchange of electrical energy. As shown in FIG. 4, the entire railcar 1 can advantageously be supplied with electrical energy from the energy storage device 16 of the trailer 3 when coupled. In this way, even if the track locomotive 2 does not have a dedicated energy storage device, an emission-free operation is guaranteed when the overhead line 13 is not provided or is interrupted. By dimensioning the energy storage device 16 correspondingly larger, the railcar 1 can be designed for services which regularly utilize this type of operation.

[0034] The block diagram of Fig. 5 shows an exemplary circuit of the energy supply device 15 and the energy storage device 16. In this figure, the trailer 3 is connected to the track locomotive 2, in which an electrical connection 30 for transmitting electrical energy is arranged. In one variant, alternatively or additionally to this, another electrical connection 31 is provided.

[0035] The rail motive power car 2 is preferably supplied from the overhead line 13 via the pantograph 21, whereas alternatively the supply can take place via a generator 26. In the first case, a transformer circuit 32 is connected to the overhead line 13 via the pantograph 21. The output of the transformer circuit 32 is connected to the input of a converter circuit 33 of the rail motive power car 2. Furthermore, a connection is made between the transformer circuit 32 and a grounding module 34. In the second case, the converter circuit 33 is connected to the generator 26.

[0036] The converter circuit 33 includes a converter for converting AC or three-phase AC to DC and an inverter for converting DC back to AC or three-phase AC. Furthermore, in the variant shown in solid lines, the converter circuit 33 includes a charging circuit 35 for the energy storage device 16 of the trailer 3. In the alternative shown in dotted lines, the charging circuit 35 is arranged in the converter circuit 33 of the trailer 3.

[0037] The electric traction drive 14 and the working drive 27 of the processing units 4-8 are connected to the converter circuit 33 of the track locomotive 2 and the trailer 3, respectively. Via an electric connection 30, the energy store 16 is connected to a charging circuit 35 of the track locomotive 2. In the variant marked with dotted lines, a connection is made to the charging circuit 35 arranged in the trailer 3.

[0038] The energy storage device 16 comprises a number of battery cells 36 with dedicated charging electronics 37. A battery management system is provided which comprises the charging electronics 37 and the charging circuit 35 for monitoring, regulating and protecting the battery cells 36. The coordinated control of the cooperating circuit elements 33, 35, 37 is preferably effected by means of a higher-level control device 29. In this case, the coupling device 17 comprises a sensor device 38 which informs the control device 29 whether a coupling state exists or not. In this way, during an automatic coupling process or automatic disconnection, a corresponding operating mode is activated by the control device 29.

[0039] In standard operation, the energy store 16 is charged in the coupled state via the energy supply 15 of the track locomotive 2. After the trailer 3 is decoupled from the track locomotive 2, the energy store 16 supplies the traction drive 14 and the work drive 27 of the trailer 3. The capacity of the energy store 16 is designed for applications requiring the longest operating duration in the decoupled state.

Claims

1. A method for performing work on a track installation (9) by a railway vehicle (1) including a track power car (2) equipped with at least one electrically operable processing device (4, 5) and an energy supply device (15) for supplying electrical energy, and a trailer (3) coupled to the track power car (2) and equipped with an energy storage device (16) for supplying electrical energy, the method comprising: moving the railway vehicle (1) to a track location to be treated; disconnecting the trailer (3) from the track power car (2); and treating the track location to be treated using the track power car (2), 1. A method for processing the track location using the trailer (3), characterized in that the electric traction drive (14) of the trailer (3) and the processing device (6-8) of the trailer (3) are supplied with electrical energy from the energy storage device (16) before and / or after processing by the track power car (2).

2. 2. The method according to claim 1, wherein the rail-powered vehicle (2) is supplied with electrical energy from an overhead line (13) via a pantograph (21).

3. 2. The method according to claim 1, wherein the energy storage device (16) of the trailer (3) is charged in a coupled state via the energy supply device (15) of the track power car (2).

4. 2. The method according to claim 1, wherein the trailer (3) configured as a ballast regulator is used to create a desired track bed profile during track preparation.

5. 2. The method according to claim 1, wherein the track powered vehicle (2) configured as a compactor is used to compact the undersides of the sleepers (10) during track preparation, and in particular the entire compactor is moved forward periodically.

6. 2. The method according to claim 1, wherein the trailer (3) is decoupled from the rail power car (2) using an automated and / or remotely controllable coupling device (17) during the processing run and recoupled to the rail power car (2) after the track processing.

7. 2. The method according to claim 1, wherein control data is exchanged between the rail powered car (2) and the trailer car (3) via a wireless data connection means (28).

8. 2. The method according to claim 1, wherein the entire railway vehicle (1) is supplied with electrical energy from the energy storage device (16) of the trailer (3) during coupled operation.

9. A railway vehicle (1) for carrying out the method according to any one of claims 1 to 8, comprising a track power car (2) equipped with at least one electrically operable processing device (4, 5) and an energy supply device (15) for supplying electrical energy, and a trailer (3) equipped with an energy storage device (16) for supplying electrical energy, The trailer (3) comprises a dedicated traction drive (14) and dedicated electrically operable processing devices (6-8).

10. 10. The railway vehicle (1) according to claim 9, wherein the trailer (3) is formed as a ballast regulator, in particular including a center plow (6), a side plow (7), cleaning brushes (8) and a ballast accumulator (24).

11. 10. The railway vehicle (1) according to claim 9, wherein the track power vehicle (2) is configured as a compactor, in particular intended to advance periodically from sleeper (10) to sleeper (10).

12. 10. The railway vehicle (1) according to claim 9, wherein coupling devices (17) operable automatically and / or remotely, having mechanical coupling elements (18) and electrical connecting elements (19), are provided for coupling the trailer (3) to the rail power car (2), and in particular such coupling devices (17) are provided on both end faces of the rail power car (2) and the trailer (3).

13. 13. The railway vehicle (1) according to claim 12, wherein the coupling device (17) is an intermediate buffer coupling means with an electrical interface.

14. 10. The rail vehicle (1) according to claim 9, wherein the track powered car (2) comprises a pantograph (21) for supplying electrical energy from an overhead line (13).

15. 10. The rail vehicle (1) according to claim 9, wherein the rail powered car (2) comprises an internal combustion engine (25) and a generator (26) connected to the internal combustion engine for supplying electrical energy.

Images