Railway construction machine capable of running on track

Abstract

To provide a railway construction machine achieved by pure fuel electric driving, driving supported by an overhead wire, or driving supported by a fuel electric energy and an overhead wire.SOLUTION: A railway construction machine 40 including: a machine frame 23 located on and capable of running on a rail running device 8 having a running driving unit 27; current collector systems 38, 37, 42, 36, 35 that collect current from an overhead wire network 39; and in some cases, a DC intermediate circuit 48 will be described. In order to provide a relationship between an advantage design and operation, an electric machine 30 which can be operated both as an electric motor and a generator is provided. The electric machine 30 is on one side drivingly coupled via a first switching clutch K1 to an internal combustion engine 10 and on the other side drivingly coupled via a second switching clutch K2 to at least one hydraulic pump 20 that operates a work unit driven hydraulically.SELECTED DRAWING: Figure 4

Description

Technical Field

[0001] The present invention relates to a railway construction machine capable of traveling on a track, having a machine frame that can travel on a rail running device having an electric driving unit, optionally a cab, a current collector system for collecting current from an overhead line network, optionally a DC intermediate circuit, and at least one hydraulic pump for driving a hydraulically driven work unit.

Background Art

[0002] This type of railway construction machine capable of traveling on a track is disclosed, for example, in Patent Document 1. Railway construction machines are configured and used for the construction, renovation, and maintenance of tracks, roadbeds, and overhead lines. Mainly superstructure machines are configured with a diesel-hydraulic or diesel-mechanical drive concept. The diesel engine drives a hydrodynamic transmission mechanism having a plurality of output parts. On the one hand, the axle transmission mechanism is directly driven from the transmission mechanism via a cardan shaft, and on the other hand, a hydraulic pump is connected to the output part of the transmission mechanism, and the hydraulic pump operates a hydraulic circuit. By this hydraulic circuit, an additional hydrostatic axle drive is used to drive the machine and supply is made to the work unit. The work unit can be a tamping unit, a lifting and lining unit, a drive motor for a cleaning chain, a hydraulic cylinder for positioning a conveyor chain, a drive for a conveyor belt or a lift table, a tension drum for a trolley wire to be paid out or wound up, a plow, or others.

[0003] In the face of the trend of combating climate change, international organizations such as the United Nations, especially the European Union, are making great efforts in the fight against climate change to limit CO2 emissions. Therefore, sustainable solutions for environmentally friendly and low-CO2 energy supply for newly created things are highly desirable.

[0004] For this purpose, the following possibilities exist as prior art. When a country has a high percentage of electrified sections, the energy for operating the machine can be supplied via an overhead line. For this, a current collector, i.e., a structure of a high-voltage transformer that rectifies an alternating voltage via, for example, a four-quadrant converter, is required. Via the generated direct current voltage, a three-phase alternating voltage for operating an electric motor can then be generated by a traction inverter. Auxiliary voltages for operating other devices, such as computers, air compressors, air conditioners, lighting, valves, control units, etc., can also be generated via the inverter.

[0005] In a non-electrified section or at a construction site where power transmission of the overhead line needs to be stopped, the energy supply for the railway construction machine will become insufficient. An additionally configured battery and supercapacitors can provide energy temporarily during these phases. The use of the battery and supercapacitors is generally advantageous because they equalize voltage peaks in the case of strong output fluctuations, for example, in a tamping machine that moves periodically from sleeper to sleeper. However, the working shift of the superstructure machine usually lasts 8 hours. In larger construction sites, it is often operated continuously over multiple working shifts. The battery can, therefore, only provide energy for a relatively short time at most in the case of a railway construction machine, that is, it is only used to bridge an energy shortage for a short time. In a non-electrified section, therefore, as a supplement to the energy supply via the overhead line, a diesel engine with a generator connected downstream, that is, a diesel-electric drive unit, comes into consideration.

[0006] A railway construction machine with a diesel-electric drive concept is known from Patent Document 2, where an internal combustion engine with a drive shaft is mechanically connected via a transmission to a generator and a hydraulic pump in the same way. This enables power supply to the drive unit. During diesel engine operation, a slight saving of fossil energy results mainly from the relatively good efficiency of the predominantly electric drive unit.

[0007] Patent Document 3 discloses a similar machine equipped with a diesel engine. The diesel engine is connected to a distribution transmission mechanism via a clutch and can be coupled. The distribution transmission mechanism is connected with a hydraulic pump that supplies a hydraulic system, an electric motor, and a generator. When providing energy from an overhead line, the diesel engine is disconnected from the distribution transmission mechanism via the clutch, and the electric motor having a generator is connected to the distribution transmission mechanism via the clutch. The drawback of this solution is that both an electric motor and a generator are required. In addition to the cost, the large assembly space required and the greater weight are also inevitable drawbacks.

[0008] A lightweight and compact hybrid driving unit for a rail vehicle is known from Patent Document 4. This driving unit can replace a transmission mechanism and a starting clutch with two clutches that are not used for starting, and thereby can be formed to be significantly simpler and more compact. Thus, the transmission mechanism and the starting clutch that have hitherto been considered necessary in an internal combustion engine can be omitted.

Prior Art Documents

Patent Documents

[0009]

Patent Document 1

Patent Document 2

Patent Document 3

Patent Document 4

Summary of the Invention

Problems to be Solved by the Invention

[0010] The underlying problem of the present invention is to provide the possibility of a combination consisting of pure fuel cell electric drive, overhead line supported drive, or a combination of fuel cell electric energy and overhead line supported drive, both for pure driving operation and for the working operation of the work unit, and to provide a device in the form described at the beginning, which is particularly compactly constructed and requires only a small number of components.

Means for Solving the Problem

[0011] The present invention solves this set problem by providing an electromechanical machine that can be operated both as an electric motor and as a generator. This electromechanical machine is, on the one hand, drivingly coupled to an internal combustion engine via a first switching clutch, and on the other hand, drivingly coupled to at least one hydraulic pump that drives a work unit driven hydraulically via a second switching clutch. The electromechanical machine that can be operated both as an electric motor and as a generator has a through shaft, to the first end of which the first switching clutch is connected, and to the second end of which the second switching clutch is connected. This electromechanical machine is an electric motor / generator having an armature shaft with switching clutches at both ends, i.e., at the ends located on opposite sides of each other.

[0012] The electromechanical machine has a through mechanical shaft, and the shaft has mechanical clutches on both sides. One of these clutches is connected to a diesel engine, particularly without an intermediate transmission mechanism, and the other is connected, in some cases, to a mechanical distribution transmission mechanism or directly to one or more hydraulic pumps. A plurality of hydraulic pumps can be flange-fixed to the distribution transmission mechanism, and the hydraulic pumps supply energy to the work unit of the construction machine. Depending on the position of the clutch (whether the clutch is engaged or disengaged), various operating modes can be set.

[0013] Thereby, a hybrid drive unit is provided, which consists of an internal combustion engine, in particular a diesel engine, a current collector system, and an electric machine that can operate both as an electric motor and as a generator. The current collector system extracts current from the overhead line. Power can be supplied to the DC intermediate circuit from the overhead line via a transformer and a converter, and / or from an electric machine driven by the internal combustion engine. An energy accumulator in the form of a storage battery and / or a supercapacitor may be connected to the DC intermediate circuit.

[0014] The electric driving unit for traveling is preferably connected to the DC intermediate circuit by a traction inverter. A corresponding drive controller may be provided for controlling the traction inverter.

[0015] Separating a pure traveling operation, for example, a traveling operation for transporting a construction machine to a work site, from a work operation including both the traveling operation and the operation of the work unit is important for improving the efficiency of the target construction machine. The power train for the pure traveling operation does not have a power split transmission mechanism, that is, there is no power split transmission mechanism. This avoids the output loss occurring in the power split transmission mechanism.

[0016] Various operation modes achievable by a construction machine capable of traveling on rails are exemplarily shown in the description of the drawings.

[0017] In the figure, the subject of the present invention is exemplarily shown.

Brief Description of the Drawings

[0018]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Embodiments for Carrying Out the Invention

[0019] FIG. 1 exemplarily shows a known railway construction machine, a tamping machine 1 capable of traveling on rails, having a machine frame 23 capable of traveling on a rail traveling device 8 having an electric traveling drive unit, two driver's cabs 51, and a work cabin 21. The working direction is schematically indicated by C. A hydrodynamic transmission mechanism 9 having a pump 20 is driven via an internal combustion engine 10, particularly a diesel engine. The pump 20 forms a hydraulic circuit, and various actuators are connected to the hydraulic circuit, such as the lift-up / lift-down cylinder 18 of the tamping unit, the fully hydraulic tamping drive unit of the tamping unit 4, the lift cylinder 5 of the lifting / lining unit 2, and the longitudinal slide cylinder 19 of this unit. This machine is equipped with bogies and railway wheel sets 25. In order to increase the driving force, one of the axles is equipped with a hydrostatic traveling motor 16, and the traveling motor 16 acts on the axle transmission mechanism 15. By means of a hydrodynamic speed-changing transmission mechanism, the axle transmission mechanisms 13 of the two wheel sets are driven via a cardan shaft 26 that is mechanically directly coupled to the speed-changing transmission mechanism. A 24 VDC on-board DC voltage is generated via an alternator 12 flange-fixed to the diesel engine 10. A battery 11 is connected in parallel to the alternator. 380 / 220 VAC is generated via a DC / AC converter 17 and supplied to various devices, such as a computer, a monitor, or an air conditioner. The traveling drive unit, the brakes, and the work electronic system are controlled via a control computer 46 and are closed-loop controlled. This driving principle is often the same for ballast cleaning machines, catenary vehicles, track inspection vehicles, trimming machines, dynamic track stabilizers, material conveying / silo units.

[0020] Figure 2 shows another known configuration of the railway construction machines 1, 8. Quite a few railway undertakings and customers basically require an axle load significantly below 22.5 tons, which is acceptable in Europe. It is often difficult to comply with this with an integrated railway construction machine. Therefore, the internal combustion engine 10, the distribution transmission mechanism 24, the hydraulic pump P, the hydraulic tank and the diesel tank, which are the power supply units, are transferred from the main machine 1 to the towed vehicle 40 in order to reduce the weight load. The towed vehicle 40 is often used to form additional working units, such as a dynamic track stabilizer, a steep slope conveyor belt and a sweeper brush with a silo, a plow device or a tie tamping machine. The on-board current supply unit of 24 VDC is also formed on the towed vehicle 40 together with the battery 11 connected in parallel via the alternator 12. Via the DC / AC converter 17, 380 / 220 VAC is generated and the power grid voltage is supplied to the equipment. Valves, indicators, limit switches and other loads are connected to the 24 VDC rail and thus energized. The travel drive unit, the brakes and the working electronic system are controlled and closed-loop controlled via the control computer 46. The travel drive of these machines is often carried out in a hydrostatic manner. Some axles are provided with axle drive mechanisms 13, 15, and the axle drive mechanisms 13, 15 are driven by hydraulic motors 16. As can be seen in the figure, illustratively (but often also in actual use), in the illustrated machine 1, both front axles are driven in the working direction C. This means that a long hydraulic supply line has to be guided forward from the distribution transmission mechanism 24 via the driven pump P across the vehicle 1. This has the disadvantage that the response time of the drive unit is delayed by the propagation pulse and the elongation of the tube. This is particularly inconvenient when working from sleeper to sleeper, when a rapid reaction of the machine is decisive for the working ability. Another disadvantage of the hydraulic drive is the oil that leaks out in case of a failure. The travel drive unit 16 typically operates at a pressure up to 350 bar, which means a large loss of hydraulic operating oil in case of a failure.

[0021] Figure 3 shows the circuit diagram of the rail - travelable construction machines 1, 40 according to the present invention, i.e., the towed vehicle 40 connected to the main machine 1. In the towed vehicle 40, there is an energy supply unit for constituting a modular hybrid drive unit. At this time, the energy for various electric drive units 27 is provided via the DC intermediate circuit 48. The intermediate circuit voltage common in the railway industry is typically 750 VDC here. According to the present invention, current is collected from the overhead line network (39) via the current collector system (38, 37, 42, 36, 35). The current collector system (38, 37, 42, 36, 35) has a current collector 38. The voltage is supplied to the high - voltage transformer 36 via the main switch 37. On the secondary side, for example, a four - quadrant chopper 35 for feeding power to the DC intermediate circuit 48 is configured. Connected to the four - quadrant chopper 35 are an energy accumulator (for example, a lithium - ion polymer battery) 34 and / or a super - capacitor unit 33. The energy accumulator 34 and the super - capacitor unit 33 can be activated for short - term energy supply. The energy accumulator 34 and the super - capacitor unit 33 are also used for buffering high - speed switching load requirements that occur, for example, in the case of a tamping machine, from sleeper to sleeper, such as those generated by continuous starting - braking - tamping.

[0022] On the one hand, the internal combustion engine 10 is connected to the electric machine 30 via a mechanical / electrical switching clutch K1. The electric machine 30 has a penetrating shaft (schematically shown by a dashed line) and, on the other hand, is connected to a mechanical switching clutch K2. Connected to the switching clutch K2 is a mechanical transmission mechanism, in some cases a distributor transmission mechanism 29, and this transmission mechanism drives a plurality of hydraulic pumps 20 at the output. These hydraulic pumps supply, via the hydraulic pipeline 47, a working unit, for example, a tamping unit 4, a lifting lining unit 2, or other hydraulic devices 41.

[0023] By means of switch S1, the electromechanical machine 30 can supply energy to the DC intermediate circuit 48 via the converter 43, or energy can be supplied from the DC intermediate circuit 48 via the inverter 44 and the electromechanical machine 30 can be operated as a motor. It is also possible for switch S1 to disconnect the electromechanical machine 30 from the DC intermediate circuit 48.

[0024] The following important operating modes occur:

[0025]

Table 1

[0026] The electric travel drive unit 27 is connected to the DC intermediate circuit 48 by means of the traction inverter 28.

[0027] When it is possible to supply energy to the construction machine via the overhead line 39 and the current collector systems 38, 37, 42, 36, 35 are connected to the overhead line, energy is supplied to the DC intermediate circuit 48 from the overhead line. The internal combustion engine 10 and the electromechanical machine 30 are switched off and the switching clutches K1, K2 are disengaged. Switch S1 is in the neutral position. For short periods, for example on gradients, energy can also be provided via the current accumulators 33, 34 connected to the DC intermediate circuit 48. This is a pure electric travel operation via the overhead line.

[0028] If there is no overhead line 39, in a pure fuel cell electric travel operation, the internal combustion engine 10 is running, the switching clutch K1 is engaged and the electromechanical machine 30 is in generator operation. Energy is supplied to the DC intermediate circuit 48 via the electromechanical machine 30, switch S1 and converter 43. Thereby, power supply to the electric travel drive unit 27 can be carried out. This is a pure diesel-electric travel. The switching clutch K2 is disengaged.

[0029] For pure electric operation, the overhead line 39 is connected to the DC intermediate circuit 48 via the current collector systems 38, 37, 42, 36, 35. The switching clutch K1 is disengaged when the internal combustion engine 10 is switched off. The electric machine 30 operating in motor mode is connected to the DC intermediate circuit 48 via the inverter 44. The electric machine 30 drives at least one hydraulic pump 20 that hydraulically drives the working units 2, 4, 41 when the switching clutch K2 is engaged. This is a job that is powered purely electrically via the overhead line 39 (and / or supported by a current accumulator).

[0030] For operation solely by the driving output of the internal combustion engine 10, the switching clutch K1 is engaged. The electric machine 30 operating in generator mode for power generation is connected to the DC intermediate circuit 48 via the switch S1 and the converter 43. Additionally, the internal combustion engine 10 drives at least one hydraulic pump 20 that hydraulically drives the working units when the switching clutch K2 is engaged.

[0031] In the case of the construction machine 1, 40 configured according to the present invention, as a towing vehicle, it also offers the possibility of towing a work wagon even on a steeper gradient. Generally, in a loading wagon, the equipment and materials required at the construction site for track construction work are both transported, and a ballast wagon or a work team wagon is connected, etc.

[0032] The steeper the gradient, the more output is required. For this purpose, the pulling force can be increased by a combination of the power supply from the overhead line 39 and the power supply from the internal combustion engine 10 via the electric machine 30 operating in generator mode.

[0033] For this purpose, the power supply to the DC intermediate circuit 48 is carried out, on the one hand, from the current collectors systems 38, 37, 42, 36, 35 and, on the other hand, from the internal combustion engine 10 for the combined running operation on track 3. The switching clutch K1 is connected, and the electric machine 30 operating in generator operation for power generation is connected to the DC intermediate circuit 48 via the converter 43, and the switching clutch K2 is disengaged.

[0034] During the running operation in which this combined power supply is carried out, power is supplied to the DC intermediate circuit, on the one hand, via the overhead line equipment: pantograph 38, circuit breaker 37, transformer 36 and four-quadrant chopper 35, and additionally, via the internal combustion engine, the connected switching clutch K1, the disengaged switching clutch K2, the generator 30, the switch S1 and the converter 43.

[0035] However, even during the working operation, when climbing an incline on a steep gradient section, more output may be required. The power supply to the DC intermediate circuit 48 can be carried out, on the one hand, from the current collectors systems 38, 37, 42, 36, 35 and, on the other hand, from the internal combustion engine 10 for the combined working operation on track 3. The switching clutch K1 is connected, and the electric machine 30 operating in motor operation is connected to the DC intermediate circuit 48 via an inverter. The internal combustion engine 10 and the electric machine 30 drive at least one hydraulic pump 20 that drives the hydraulically driven working units 2, 4, 41 together when the switching clutch K2 is connected. Also in this case, the output of the internal combustion engine 10 can be supplemented by the energy from the overhead line 39.

[0036] Various auxiliary voltages VDCi (e.g., on-board voltage 24 VDC) can be generated via the proprietary AC / DC converter 45. Typical loads 52, such as air conditioning units, computers, can be connected to and operated from the three-phase AC network 380 / 220 VAC. The machine control units 32, 46 communicate via a proprietary control line. The machine control units 32, 46 also communicate with the driver's cab, and in addition, the drive units are synchronized.

[0037] The system boundary 50 between the towed vehicle 40 and the main machine 1 is shown by a dashed line in Fig. 3.

[0038] Fig. 4 schematically shows the towed vehicle 40, which carries a power supply unit and is connected to the main machine 1 (working machine) via a coupler. The towed vehicle 40 has a traveling cabin 51 with an outer door 22, is equipped with a machine control unit 32, and travels on the rail traveling device 8. The rail traveling device 8 is driven by an electric traveling drive unit 27 and an axle transmission mechanism 13. The towed vehicle 40 is placed on the rail traveling device 8 via a vehicle frame 23, and the rail traveling device 8 travels on the railway rail 3. Power is supplied to the DC intermediate circuit 48 via a pantograph 38, a circuit breaker 37, a high-voltage transformer 36, and a four-quadrant chopper 35. In addition, the voltage of the DC rail 48 is buffered via an energy accumulator 34 and / or a supercapacitor 33. Power is supplied to and controlled by the traveling drive unit 27 via a traction inverter 28. In addition to the internal combustion engine 10, the vehicle 40 carries an electric machine 30 that can operate as both an electric motor and a generator. The electric machine 30 has a penetrating shaft. There are switching clutches K1 and K2 on both sides of the shaft. The switching clutches K1 and K2 connect the electric machine 30 to the internal combustion engine 10 on one hand and to the distribution transmission mechanism 29 on the other hand. A hydraulic pump 20 is flange-fixed to the distribution transmission mechanism 29, and the hydraulic pump 20 supplies fluid to the working unit of the machine via a hydraulic pipeline 47 during working operation. 380 / 220VAC is generated via an inverter 31 to supply power to various devices, such as heaters, blowers, or air conditioners. The DC rail 48, the hydraulic pipeline 47, and the AC rail 49 are guided from the towed vehicle 40 to the main machine 1.

[0039] Figure 5 schematically shows the coupling of the towed vehicle 40 with the main machine 1. The main machine 1 has a DC intermediate circuit 48, an AC rail 49, and a hydraulic line 47 communicating from the towed vehicle 40. The frame 23 of the machine is placed on the rail traveling device 8. The front rail traveling device 8 is driven by an electric traveling drive unit 27. The electric traveling drive unit 27 drives the axles via an axle transmission mechanism 13. As an example of the superstructure machine 1, a tamping machine is shown. The tamping machine includes a tamping unit 4 and a lifting and lining unit 2. These units are hydraulically driven via a hydraulic supply unit 47. The tamping unit 4 has a fully hydraulic tamping drive unit and a lift-up and lift-down cylinder 18. The lifting and lining unit 2 has a lift cylinder 5 or a longitudinal thrust cylinder 19. Further, the lifting and lining unit 2 has a roller clamp 6, a lifting hook 7, and a lining roller 14. The machine 1 is provided with an electronic control unit 46, and the control unit 46 controls the work flow in a closed loop and an open loop, and also controls the cooperation with the towed vehicle 40 in a closed loop and an open loop. Through the converter 45, various required DC voltages VDCi are generated. The traction inverter 28 controls the traveling drive unit 27. The machine 1 is provided with a traveling cabin 51. For work, the machine is provided with a tamping cabin 21. The machine works in the working direction C.

[0040] Naturally, all supply parts (corresponding to the fuel supply part and the overhead line supply part) may be configured on an integrated construction machine as long as the weight and the required space permit.

Claims

1. A railway construction machine (1, 40) capable of traveling on a track, comprising a machine frame (23) that can travel on a rail running gear (8) having an electric travel drive unit (27), optionally a driver's cab (51), a current collector system (38, 37, 42, 36, 35) for collecting current from an overhead line network (39), optionally a DC intermediate circuit (48), at least one hydraulic pump (20) for driving a hydraulically driven work unit (2, 4, 41), characterized in that, in the railway construction machine (1, 40), it is provided with an electric machine (30) that can be operated as both an electric motor and a generator, the electric machine (30) is drivingly coupled to an internal combustion engine (10) via a first switching clutch (K1) on the one hand, and on the other hand, is drivingly coupled to at least one of the hydraulic pumps (20) for driving the hydraulically driven work unit (2, 4, 41) via a second switching clutch (K2). A railway construction machine (1, 40) capable of traveling on a track, characterized by the above.

2. The electric machine (30) that can be operated as both an electric motor and a generator has a through shaft, and the first switching clutch (K1) is connected to the first end of the shaft, and the second switching clutch (K2) is connected to the second end of the shaft. The railway construction machine (1, 40) capable of traveling on a track according to Claim 1, characterized by the above.

3. The electric travel drive unit (27) is connected to the DC intermediate circuit (48) by a traction inverter (28). The railway construction machine (1, 40) capable of traveling on a track according to Claim 1 or 2, characterized by the above.

4. The current collector system (38, 37, 42, 36, 35) connectable to the overhead line network (39) is connected to the DC intermediate circuit (48) for pure electric travel operation on the track (3), the internal combustion engine (10) and the electric machine (30) are turned off, and the switching clutches (K1, K2) are preferably disengaged. The railway construction machine (1, 40) capable of traveling on a track according to any one of Claims 1 to 3, characterized by the above.

5. For a pure driving operation solely by the driving output of the internal combustion engine (10) on the track (3), the switching clutch (K1) is connected, the switching clutch (K2) is disengaged, and the electromechanical machine (30) operating in generator operation for power generation is connected to the DC intermediate circuit (48) via a converter (43). The track - travelable construction machine (1, 40) according to any one of claims 1 to 3, characterized in that.

6. For a pure electric working operation, the current collector system (38, 37, 42, 36, 35) connectable to the overhead line network (39) is connected to the DC intermediate circuit (48). The switching clutch (K1) is disengaged when the internal combustion engine (10) is turned off. The electromechanical machine (30) operating in motor operation is connected to the DC intermediate circuit (48) via an inverter. The electromechanical machine (30) drives at least one of the hydraulic pumps (20) that drive the hydraulic - driven working units (2, 4, 41) when the switching clutch (K2) is engaged. The track - travelable construction machine (1, 40) according to any one of claims 1 to 3, characterized in that.

7. For a working operation solely by the driving output of the internal combustion engine (10), the switching clutch (K1) is connected. The electromechanical machine (30) operating in generator operation for power generation is connected to the DC intermediate circuit (48) via a converter (43). The internal combustion engine (10) drives at least one of the hydraulic pumps (20) that drive the hydraulic - driven working units (2, 4, 41) when the switching clutch (K2) is engaged. The track - travelable construction machine (1, 40) according to any one of claims 1 to 3, characterized in that.

8. The power supply to the DC intermediate circuit (48) is carried out, for the combined driving operation on the track (3), on the one hand from the current collector system (38, 37, 42, 36, 35) and on the other hand from the internal combustion engine (10). The switching clutch (K1) is connected, and the electromechanical machine (30) operating in generator operation for power generation is connected to the DC intermediate circuit (48) via a converter (43). The switching clutch (K2) is disengaged. The track - travelable construction machine (1, 40) according to any one of claims 1 to 3, characterized by the above.

9. The power supply to the DC intermediate circuit (48) is carried out, for the combined working operation on the track (3), on the one hand from the current collector system (38, 37, 42, 36, 35) and on the other hand from the internal combustion engine (10). The switching clutch (K1) is connected, and the electromechanical machine (30) operating in motor operation is connected to the DC intermediate circuit (48) via an inverter. The internal combustion engine (19) and the electromechanical machine (30) drive, when the switching clutch (K2) is connected, together at least one of the hydraulic pumps (20) that drives a hydraulically - driven working unit (2, 4, 41). The track - travelable construction machine (1, 40) according to any one of claims 1 to 3, characterized by the above.

10. At least one current accumulator (33, 34) is connected to the DC intermediate circuit (48). For the driving operation on the track (3) purely by the driving output of the current accumulator (33, 34), the internal combustion engine (10) and the electromechanical machine (30) are switched off, and the switching clutches (K1, K2) are preferably disengaged. The track - travelable construction machine (1, 40) according to any one of claims 1 to 3, characterized by the above.

11. Purely for the working operation by the driving power of the current accumulators (33, 34) connected to the DC intermediate circuit (48), the internal combustion engine (10) is turned off, the switching clutch (K1) is disengaged, the electric machine (30) operating in generator operation for power generation is connected to the DC intermediate circuit (48) via a converter (43), the switching clutch (K2) is engaged, and the electric machine (30) drives at least one hydraulic pump (20) that drives a hydraulically driven working unit (2, 4, 41). The rail-mounted construction machine (1, 40) according to any one of claims 1 to 3, characterized in that.

12. To charge the current accumulators (33, 34) connected to the DC intermediate circuit (48) by the current collector system (38, 37, 42, 36, 35), the internal combustion engine (10) and the electric machine are turned off, and the switching clutches (K1, K2) are preferably disengaged. The rail-mounted construction machine (1, 40) according to any one of claims 1 to 3, characterized in that.

13. To charge the current accumulators (33, 34) connected to the DC intermediate circuit (48) by the internal combustion engine (10) via the DC intermediate circuit (48), the switching clutch (K1) is engaged, the switching clutch (K2) is disengaged, and the electric machine (30) operating in generator operation for power generation is connected to the DC intermediate circuit (48) via a converter (43). The rail-mounted construction machine (1, 40) according to any one of claims 1 to 3, characterized in that.

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