Rail vehicle and rail system

Abstract

A rail vehicle according to the invention comprises a main body (12), running wheels (21, 22) for rolling on a rail (50), which running wheels can be rotated relative to the main body (12), and a traction motor (24) for driving at least one of the running wheels (21, 22). The rail vehicle (10) comprises an accommodating device for accommodating a load, which accommodating device can be moved relative to the main body (12) in a vertical direction (Z) and can be pivoted relative to the main body (12) about a pivot axis, a receiving unit (26) for picking up energy and an electrical energy store (30) for storing picked-up energy. A rail system according to the invention comprises at least one rail vehicle (10) according to the invention and a rail (50) along which the rail vehicle (10) can move in a longitudinal direction (X).

Description

[0001] Rail vehicle and rail system

[0002] Description:

[0003] The invention relates to a rail vehicle comprising a base body and running wheels for rolling on a rail, which are rotatable relative to the base body, and a traction motor for driving at least one of the running wheels. The invention also relates to a rail system comprising at least one rail vehicle according to the invention.

[0004] DE 102012 007409 B4 discloses a rail system with a rail vehicle. The rail system has rail sections along which the rail vehicle can move. The rail vehicle comprises a running wheel and an electric motor with a transmission for driving the running wheel.

[0005] DE 102022 000284 A1 discloses a rail system for a rail-bound vehicle. The rail system comprises a guide rail with running surfaces for the vehicle's wheels and a line cable for the contactless transmission of energy to a transmitter head of the vehicle.

[0006] From the document "ROBEL Bahnbaumaschinen GmbH: RORUNNER HYBRID SYSTEM, Freilassing, 2024, company publication" a hybrid track vehicle for processing railway tracks is known.

[0007] From the document "Emission-free rail maintenance. In: Deine Bahn, 5 / 2022", pp. 44-45, an electric track car for the maintenance of railway tracks is known.

[0008] The invention is based on the object of developing a rail vehicle and a rail system.

[0009] The object is achieved according to the invention by a rail vehicle having the features specified in claim 1. Advantageous embodiments and further developments are the subject of the dependent claims. The object is also achieved by a rail system having the features specified in claim 12. A rail vehicle according to the invention comprises a base body, running wheels for rolling on a rail, which are rotatable relative to the base body, and a traction motor for driving at least one of the running wheels. The rail vehicle further comprises a receiving device for receiving a load, which is movable relative to the base body in a vertical direction and pivotable relative to the base body about a pivot axis, a receiving unit for receiving energy, and an electrical energy storage device for storing absorbed energy.

[0010] A load picked up by the support device can thus be raised and lowered vertically and can be adjusted to any orientation around the pivot axis. This means that the load, for example a vehicle body, can be moved at the desired height and orientation through various processing stations, such as an immersion bath or a paint shop. The electrical energy storage unit enables intermediate storage of energy. If the rail vehicle requires a high level of power for a short time, for example when accelerating, some of the electrical energy required for this is taken from the electrical energy storage unit. This means that only a small amount of power needs to be transmitted to the rail vehicle via the receiving unit. The power transmitted via the receiving unit only needs to be sufficient to move the rail vehicle evenly along the track and to charge the electrical energy storage unit.

[0011] According to an advantageous embodiment of the invention, the receiving unit has a coil for inductively absorbing energy. The receiving unit with the coil enables contactless and wear-free transmission of energy from a line cable attached to a rail to the rail vehicle.

[0012] According to another advantageous embodiment of the invention, the receiving unit has sliding contacts for conductive energy absorption. These sliding contacts enable a relatively high power transmission of energy to the rail vehicle.

[0013] According to an advantageous embodiment of the invention, the electrical energy storage device is designed as a supercapacitor. Supercapacitors, also referred to as ultracapacitors, have a relatively high power density. Supercapacitors can be charged and discharged relatively quickly. According to an advantageous embodiment of the invention, the rail vehicle comprises a lifting motor for moving the receiving device in the vertical direction and a pivoting motor for pivoting the receiving device about the pivot axis. With the aid of the lifting motor and the pivoting motor, a load supported on the receiving device can be moved relative to the base body of the rail vehicle.

[0014] According to an advantageous embodiment of the invention, the lifting motor is electrically connected to the electrical energy storage device in such a way that electrical energy can be transferred from the electrical energy storage device to the lifting motor, and electrical energy can be transferred from the lifting motor to the electrical energy storage device. When a load held by the support device is lowered relative to the base body of the rail vehicle, electrical energy is generated by a generator, which is fed into the electrical energy storage device through recuperation. This saves electrical energy.

[0015] According to an advantageous embodiment of the invention, the swivel motor is electrically connected to the electrical energy storage device in such a way that electrical energy can be transferred from the electrical energy storage device to the swivel motor, and electrical energy can be transferred from the swivel motor to the electrical energy storage device. When braking a swiveling movement of a load held on the support device relative to the base body of the rail vehicle, electrical energy is generated by a generator, which is fed into the electrical energy storage device through recuperation. This saves electrical energy.

[0016] According to an advantageous embodiment of the invention, the traction motor is electrically connected to the electrical energy storage device in such a way that electrical energy can be transferred from the electrical energy storage device to the traction motor, and electrical energy can be transferred from the traction motor to the electrical energy storage device. When the rail vehicle brakes while moving along a rail, electrical energy is generated by a generator, which is fed into the electrical energy storage device through recuperation. This saves electrical energy.

[0017] According to an advantageous development of the invention, the rail vehicle comprises a communications unit having a first interface and a second interface for wireless data transmission. Each interface can be used to perform wireless data transmission via a plurality of carrier frequencies. The carrier frequencies used for wireless data transmission are preferably in a frequency range between 5 GHz and 6 GHz.

[0018] According to an advantageous development of the invention, the communication unit is configured for communication according to the 5G mobile communications standard. The first interface is designed as a 5G New Radio interface, and the second interface is designed as a C-V2X interface. The first interface serves in particular for direct wireless communication between the rail vehicle and a base station. The second interface serves in particular for direct wireless communication between the rail vehicle and another rail vehicle. The first interface and the second interface of the communication unit are independent of one another.

[0019] According to an advantageous embodiment of the invention, the rail vehicle can be arranged relative to a rail such that, when the rail vehicle moves along the rail in a longitudinal direction, the rail is located vertically between the running wheels and the base body. The rail vehicle can thus be suspended from the rail, with the running wheels arranged vertically above the rail and the base body arranged below the rail. The longitudinal direction extends perpendicular to the vertical direction.

[0020] A rail system according to the invention comprises at least one rail vehicle according to the invention and a rail along which the rail vehicle is movable in a longitudinal direction. In the rail system according to the invention, only a small amount of power needs to be transmitted to the receiving unit of the rail vehicle. The power to be transmitted only needs to be sufficient to move the rail vehicle evenly along the rail and, in the process, to charge the rail vehicle's electrical energy storage device.

[0021] According to an advantageous embodiment of the invention, the rail vehicle is arranged relative to the rail such that the rail is located vertically between the running wheels and the base body. The rail vehicle is thus suspended from the rail, with the running wheels arranged vertically above the rail, and the base body arranged below the rail. The invention is not limited to the combination of features of the claims. Those skilled in the art will recognize further useful combinations of claims and / or individual claim features and / or features of the description and / or the figures, in particular from the task and / or the task posed by comparison with the prior art.

[0022] The invention will now be explained in more detail with reference to the accompanying drawings. The invention is not limited to the exemplary embodiments shown in the drawings. The drawings only represent the subject matter of the invention schematically. They show:

[0023] Figure 1 : a schematic side view of a rail system and

[0024] Figure 2: a schematic block diagram of a rail system.

[0025] Figure 1 shows a schematic side view of a rail system. The rail system is used to transport loads, such as vehicle bodies, through processing stations, such as an immersion bath or a paint shop.

[0026] The rail system comprises a rail 50 that extends, at least in sections, in a longitudinal direction X. The rail system comprises a line conductor 54 that runs parallel to the rail 50 and is attached to the rail 50. The rail system comprises a power source 52 that is electrically connected to the line conductor 54.

[0027] The rail system further comprises a rail vehicle 10. The rail vehicle 10 is movable in the longitudinal direction X along the rail 50. The rail vehicle 10 comprises a base body 12, a first running wheel 21, and a second running wheel 22. The running wheels 21, 22 are rotatable relative to the base body 12 and roll on the rail 50.

[0028] The rail vehicle 10 comprises a receiving unit 26 for absorbing energy. The receiving unit 26 has a coil for inductively absorbing energy. The rail vehicle 10 also comprises an electrical energy storage device 30 for storing absorbed energy. The electrical energy storage device 30 is embodied as a supercapacitor. The rail vehicle 10 further comprises a rectifier 32, which converts an alternating current supplied by the receiving unit 26 into a direct current.

[0029] The rail vehicle 10 comprises a traction motor 24. In this case, the traction motor 24 serves to drive the first running wheel 21. It is also conceivable for the traction motor 24 to drive both running wheels 21, 22, or for a further traction motor 24 to be provided to drive the second running wheel 22. The running wheels 21, 22 of the rail vehicle 10 are arranged above the rail 50 in a vertical direction Z and roll on a running surface of the rail 50. The running wheels 21, 22 are fastened to the base body 12 of the rail vehicle 10 by means of a linkage, wherein the base body 12 is arranged below the rail 50 in the vertical direction Z.

[0030] The rail vehicle 10 further comprises a receiving device (not shown here) for receiving a load. The receiving device is movable relative to the base body 12 in the vertical direction Z and pivotable relative to the base body 12 about a pivot axis. A load received on the receiving device can thus be raised and lowered in the vertical direction Z and adjusted to any desired orientation about the pivot axis.

[0031] The rail vehicle 10 further comprises a communications unit (not shown here) for communicating with a base station and with other rail vehicles. The communications unit has a first interface and a second interface for wireless data transmission. Each of the interfaces can be used to perform wireless data transmission via a plurality of carrier frequencies. The carrier frequencies used for wireless data transmission are preferably in a frequency range between 5 GHz and 6 GHz.

[0032] The communication unit is configured for communication according to the 5G mobile communications standard. The first interface is configured as a 5G New Radio interface, and the second interface is configured as a C-V2X interface. The first interface serves in particular for direct wireless communication between the rail vehicle and the base station. The second interface serves in particular for direct wireless communication between the rail vehicle 10 and other rail vehicles 10.

[0033] The rail system comprises a waveguide that runs parallel to the rail 50 and is attached to the rail 50. The rail vehicle 10 comprises an antenna that projects into the waveguide. The antenna is connected to the communications unit. The first interface as well as the second interface of the communications unit use the antenna for wireless data transmission. Figure 2 shows a schematic block diagram of a rail system. The energy source 52 generates a medium-frequency primary current and feeds it into the line conductor 54. The line conductor 54 thereby generates a magnetic field. The coil of the receiving unit 26 of the rail vehicle 10 is inductively coupled to the line conductor 54. Thus, energy can be transmitted contactlessly from the energy source 52 to the rail vehicle 10.

[0034] The rail vehicle 10 includes an intermediate circuit 34 for distributing electrical energy to multiple consumers. The rectifier 32 converts an alternating current supplied by the receiving unit 26 into a direct current and feeds the direct current into the intermediate circuit 34. An at least approximately constant direct voltage is applied to the intermediate circuit 34.

[0035] The rail vehicle 10 comprises a storage control unit 36. The storage control unit 36 ​​regulates an energy flow between the intermediate circuit 34 and the electrical energy storage device 30. Electrical energy can be transmitted from the electrical energy storage device 30 to the intermediate circuit 34 and from the intermediate circuit 34 to the electrical energy storage device 30 via the storage control unit 36.

[0036] The rail vehicle 10 includes a motion control unit 28. The motion control unit 28 serves to control the traction motor 24. The motion control unit 28 has a converter. The converter generates a three-phase alternating voltage from the DC voltage of the intermediate circuit 34 to supply the traction motor 24.

[0037] The rail vehicle 10 comprises a lifting motor 41. The lifting motor 41 serves to move the receiving device in the vertical direction Z. The rail vehicle 10 comprises a swivel motor 42. The swivel motor 42 serves to swivel the receiving device about the swivel axis Z.

[0038] The rail vehicle 10 comprises a control unit 40. The control unit 40 serves to control the lifting motor 41. The control unit 40 has a first converter. The first converter generates a three-phase alternating voltage from the DC voltage of the intermediate circuit 34 to supply the lifting motor 41. The control unit 40 also serves to control the swivel motor 42.

[0039] The recording control unit 40 has a second converter. The second converter generates a three-phase alternating voltage from the DC voltage of the intermediate circuit 34 to supply the swivel motor 42.

[0040] The rail vehicle 10 further comprises a safety controller 44, at least one safety sensor 46 and a barcode reader 48.

[0041] The traction motor 24 is connected to the electrical energy storage device 30 via the motion control unit 28, the intermediate circuit 34, and the storage control unit 36. To drive the rail vehicle 10 along the rail 50, electrical energy can be transferred from the electrical energy storage device 30 to the traction motor 24 via the storage control unit 36, the intermediate circuit 34, and the motion control unit 28.

[0042] When the rail vehicle 10 decelerates while moving along the rail 50, the traction motor 24 generates electrical energy. The electrical energy generated by the traction motor 24 can be transferred to the electrical energy storage device 30 via the motion control unit 28, the intermediate circuit 34, and the storage control unit 36.

[0043] The lifting motor 41 is connected to the electrical energy storage device 30 via the receiving control unit 40, the intermediate circuit 34, and the storage control unit 36. To lift a load received on the receiving device in the vertical direction Z, electrical energy can be transferred from the electrical energy storage device 30 to the lifting motor 41 via the storage control unit 36, the intermediate circuit 34, and the receiving control unit 40.

[0044] When the load held by the support device is lowered in the vertical direction Z, electrical energy is generated by the lifting motor 41. The electrical energy generated by the lifting motor 41 can be transferred to the electrical energy storage device 30 via the support control unit 40, the intermediate circuit 34, and the storage control unit 36.

[0045] The swivel motor 42 is connected to the electrical energy storage device 30 via the pick-up control unit 40, the intermediate circuit 34, and the storage control unit 36. To swivel a load picked up by the pick-up device about the swivel axis, electrical energy can be transmitted from the electrical energy storage device 30 to the swivel motor 42 via the storage control unit 36, the intermediate circuit 34, and the pick-up control unit 40.

[0046] When braking a swivel movement of the load held on the support device about the swivel axis, electrical energy is generated by the swivel motor 42. The electrical energy generated by the swivel motor 42 can be transferred to the electrical energy storage device 30 via the support control unit 40, the intermediate circuit 34, and the storage control unit 36.

[0047] List of reference symbols

[0048] 10 rail vehicles

[0049] 12 basic bodies

[0050] 21 first wheel

[0051] 22 second wheel

[0052] 24 Traction motor

[0053] 26 Receiving unit

[0054] 28 Motion control unit

[0055] 30 energy storage units

[0056] 32 rectifiers

[0057] 34 intermediate circuit

[0058] 36 Memory control unit

[0059] 40 Recording control unit

[0060] 41 lifting motor

[0061] 42 swivel motor

[0062] 44 Safety control

[0063] 46 Safety sensor

[0064] 48 barcode readers

[0065] 50 rail

[0066] 52 Energy source

[0067] 54 line managers

[0068] X Longitudinal direction

[0069] Z vertical direction

Claims

Patent claims:

1. Rail vehicle (10) comprising a base body (12), Running wheels (21, 22) for rolling on a rail (50), which are rotatable relative to the base body (12), and a traction motor (24) for driving at least one of the running wheels (21, 22), characterized in that the rail vehicle (10) comprises a receiving device for receiving a load, which is movable relative to the base body (12) in a vertical direction (Z) and pivotable relative to the base body (12) about a pivot axis, a receiving unit (26) for receiving energy and an electrical energy store (30) for storing absorbed energy.

2. Rail vehicle (10) according to claim 1, characterized in that the receiving unit (26) has a coil for inductively receiving energy.

3. Rail vehicle (10) according to claim 1, characterized in that the receiving unit (26) has sliding contacts for the conductive absorption of energy.

4. Rail vehicle (10) according to one of the preceding claims, characterized in that the electrical energy storage device (30) is designed as a supercapacitor.

5. Rail vehicle (10) according to one of the preceding claims, characterized in that the rail vehicle (10) comprises a lifting motor (41) for moving the receiving device in the vertical direction (Z) and a pivoting motor (42) for pivoting the receiving device about the pivot axis (Z).

6. Rail vehicle (10) according to claim 5, characterized in that the lifting motor (41) is electrically connected to the electrical energy storage device (30) in such a way that electrical energy can be transmitted from the electrical energy storage device (30) to the lifting motor (41), and that electrical energy can be transmitted from the lifting motor (41) to the electrical energy storage device (30).

7. Rail vehicle (10) according to claim 5, characterized in that the swivel motor (42) is electrically connected to the electrical energy storage device (30) in such a way that electrical energy can be transmitted from the electrical energy storage device (30) to the swivel motor (42), and that electrical energy can be transmitted from the swivel motor (42) to the electrical energy storage device (30).

8. Rail vehicle (10) according to one of the preceding claims, characterized in that the traction motor (24) is electrically connected to the electrical energy storage device (30) in such a way that electrical energy can be transmitted from the electrical energy storage device (30) to the traction motor (24), and that electrical energy can be transmitted from the traction motor (24) to the electrical energy storage device (30).

9. Rail vehicle (10) according to one of the preceding claims, characterized in that the rail vehicle (10) comprises a communication unit which has a first interface and a second interface for wireless data transmission, and in that with each interface a wireless data transmission can be carried out via a plurality of carrier frequencies.

10. Rail vehicle (10) according to claim 9, characterized in that the communication unit is configured for communication according to the 5G mobile radio standard, and in that the first interface is designed as a 5G New Radio interface, and in that the second interface is designed as a C-V2X interface.

11. Rail vehicle (10) according to one of the preceding claims, characterized in that the rail vehicle (10) can be arranged relative to a rail (50) in such a way that when the rail vehicle (10) moves along the rail (50) in a longitudinal direction (X), the rail (50) is located in the vertical direction (Z) between the running wheels (21, 22) and the base body (12).

12. Rail system comprising at least one rail vehicle (10) according to one of the preceding claims and a rail (50) along which the rail vehicle (10) is movable in a longitudinal direction (X).

13. Rail system according to claim 12, characterized in that the rail vehicle (10) is arranged relative to the rail (50) such that the rail (50) is located in the vertical direction (Z) between the running wheels (21, 22) and the base body (12).

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