Rail vehicle having a fire-protection arrangement

Abstract

The invention relates to a rail vehicle (LOK) having a fire-protection arrangement in which the rail vehicle (LOK) can be driven using a traction battery. The rail vehicle (LOK) has a battery compartment (BAT) in which battery containers (BC) of the traction battery are arranged. The battery containers (BC) are split into at least two battery banks (BB1, BB2) and are arranged in the battery compartment (BAT), so that the battery banks (BB1, BB2) are spatially separated from each other and are arranged at a distance from each other. The rail vehicle (LOK) has an electrics compartment (EAB) in which a power converter (SR) and a control device (BM1, BM2, FST) are arranged. The power converter (SR) has a series circuit comprising a DC-DC converter (DC / DC1), a DC link (GSZK) and an inverter (PWR) for supplying power to drive motors (M). From amongst the two battery banks (BB1, BB2), a first battery bank (BB1) is connectable to the DC-DC converter (DC / DC1) via a first switch (S1, S2), while a second battery bank (BB2) is connectable to the DC-DC converter (DC / DC1) via a second switch (S3, S4, SK). The control device (BM1, BM2, FST) has a first fire alarm line (BM1) which is connected to each battery container (BC) of the first battery bank (BB1) in order to monitor each of these battery containers (BC) for a fire. The control device (BM1, BM2, FST) also has a second fire alarm line (BM2) which is connected to each battery container (BC) of the second battery bank (BB2) in order to monitor each of these battery containers (BC) for a fire. The control device (BM1, BM2, FST) has a vehicle controller (FST) which is connected to the two fire alarm lines (BM1, BM2) in order to detect a fire in a battery container (BC) in one of the two battery banks (BB1, BB2) via the fire alarm lines. The vehicle controller (FST) is connected to the first switch (S1, S2) and to the second switch (S3, S4, SK) in such a way that, when a fire is detected in a battery container (BC), the associated battery bank (BB1, BB2) is disconnected from the DC-DC converter (DC / DC1) via the associated switch and the battery bank (BB1, BB2) containing battery containers (BC) in which no fire is detected is connected to the DC-DC converter (DC / DC1) via the associated switch.

Description

[0001] 202422170

[0002] 1

[0003] Description

[0004] Rail vehicle with a fire protection arrangement

[0005] The invention relates to a rail vehicle, in particular a locomotive, with a fire protection arrangement.

[0006] Introduction and State of the Art

[0007] The traction battery, as an energy storage system, supplies the electric motors of the rail vehicle with electrical energy to propel it.

[0008] The energy storage system typically consists of several battery cells, a battery management system, and an air conditioning system used to cool or heat the energy storage system.

[0009] To ensure the energy required for traction and auxiliary systems of the rail vehicle, energy storage systems (ESS) with high energy density must be used. These preferably have a high number of lithium-ion cells as battery cells.

[0010] Lithium-ion cells are known to pose an increased fire risk. Various malfunctions in one or more cells can lead to a so-called "thermal runaway" (TRA), which in the worst case can completely or largely destroy the energy storage system.

[0011] The fire thus leads to a total loss of the energy supply of the rail vehicle, which consequently loses its ability to drive.

[0012] To at least reduce this risk, components of the energy storage system in commercially available battery-powered trains are spatially distributed across different cars of the train. This spatial distribution reduces or completely prevents harmful mutual interference between components in the event of a fire, and thus the spread of the fire to the entire energy storage system.

[0013] The risk of fire is a major problem, especially during longer tunnel journeys. The battery-powered rail vehicle must therefore be able to navigate the tunnel even in the event of a fire.

[0014] 2

[0015] to be able to leave in order to transport passengers and staff out of the tunnel area into a safe, free environment.

[0016] This requirement prevents or limits the use of battery-powered rail vehicles on longer tunnel sections.

[0017] Task

[0018] The object of the invention described below is to provide a fire protection arrangement for a rail vehicle which allows the rail vehicle to remain mobile for a specified time in the event of a fire.

[0019] This problem is solved by the features of claim 1. Advantageous further developments are specified in the dependent claims.

[0020] Description of the invention

[0021] The invention relates to a rail vehicle, in particular a locomotive, with a fire protection arrangement, wherein the rail vehicle can be powered by means of a traction battery.

[0022] The rail vehicle has a battery compartment in which battery containers for the traction battery are arranged. The battery containers are divided into at least two battery banks and arranged in the battery compartment so that the two battery banks are spatially separated from each other and spaced apart.

[0023] The rail vehicle has an electrical compartment containing a power converter and a control device.

[0024] The power converter features a series circuit consisting of a DC-DC converter, a DC link and an inverter for supplying power to the traction motors of the rail vehicle.

[0025] Of the at least two battery banks, a first battery bank can be connected to the DC-DC converter via a first switch, while a second battery bank can be connected to the DC-DC converter via a second switch.

[0026] The control device has a first fire detection line connected to each battery container of the first battery bank to alert each of these battery containers to a fire.

[0027] 3

[0028] monitor. Likewise, the control system has a second fire detection line connected to each battery container of the second battery bank to monitor each of these battery containers for fire.

[0029] The control device includes a vehicle control unit that is connected to the two fire alarm lines in order to detect a fire in a battery container in one of the at least two battery banks.

[0030] The vehicle control unit is connected to the first switch and the second switch in such a way that, in the event of a detected fire in a battery container, the corresponding battery bank is disconnected from the DC-DC converter via the corresponding switch, and the battery bank in whose battery container no fire is detected is connected to the DC-DC converter via the corresponding switch.

[0031] In a preferred further training, the rail vehicle has a driver's compartment designed for the operation of the rail vehicle by a driver.

[0032] In a preferred further training, the battery compartment and the electrical compartment are separated from each other by fireproof bulkheads.

[0033] In a preferred further training, the driver's compartment, the battery compartment and the electrical compartment are separated from each other by fireproof bulkheads.

[0034] In a preferred further development, doors arranged in the partition walls are designed as self-closing doors.

[0035] In a preferred further development, at least two battery banks are arranged on both sides of a corridor of the battery compartment and are spatially separated from each other by this corridor.

[0036] In a preferred further training, the corridor is designed or configured to connect the driver's compartment via the battery compartment to the electrical compartment in order to allow the driver access to the respective areas.

[0037] In a preferred further education model, the battery compartment forms the engine room of the rail vehicle. 202422170

[0038] 4

[0039] In a preferred further development, the battery containers are each designed to be fire-resistant, so that the spread of fire from one battery container to a neighboring battery container is prevented at least for a predetermined time.

[0040] In a preferred configuration, each battery container of the first battery bank is connected to a common primary exhaust system. Similarly, each battery container of the second battery bank is connected to a common secondary exhaust system.

[0041] The two exhaust systems allow smoke gases generated inside a battery container during a fire to be directed into the free environment of the rail vehicle via the respective connected exhaust system.

[0042] In a preferred further training course, the power converter

[0043] as a DC-DC converter, a first DC-DC converter,

[0044] as an inverter, a pulse inverter.

[0045] a second DC-DC converter and

[0046] an auxiliary power converter.

[0047] The pulse inverter is connected to downstream AC motors to supply them with drive energy.

[0048] The auxiliary power converter is connected to downstream auxiliary equipment to supply it with energy.

[0049] The first DC-DC converter is connected on the output side via the DC link to the pulse inverter and to the auxiliary converter.

[0050] The second DC-DC converter is connected on the output side via the DC link to the pulse inverter and to the auxiliary converter.

[0051] The first battery bank can be connected to the inputs of the first DC-DC converter via a dedicated switch. The second battery bank can be connected to the inputs of the second DC-DC converter via a dedicated switch.

[0052] A further switch allows the first battery bank to be optionally connected to inputs of the second DC-DC converter. This further switch also allows the second battery bank to be optionally connected to the inputs of the first DC-DC converter. 202422170

[0053] 5

[0054] In normal operation of the rail vehicle, the first battery bank is connected to the inputs of the first DC-DC converter, while the second battery bank is connected to the inputs of the second DC-DC converter. The other switch is open accordingly.

[0055] In the event of a detected fire in a battery container in one of the two battery banks, the vehicle control system activates the switches.

[0056] so that the battery bank, in which a fire in an associated battery container has been detected, is disconnected from the respective DC-DC converter of the power converter (SR) via the switches, and

[0057] so that the other switch is closed to connect the two DC-DC converters in parallel on the input side and to connect their inputs to the battery bank where no fire was detected.

[0058] Advantages:

[0059] The present invention implements a cost-effective redundancy concept for a battery-powered rail vehicle.

[0060] The present invention ensures the operational capability of a rail vehicle even in the event of a fire.

[0061] The present invention makes it possible to use battery-powered rail vehicles even on routes with longer tunnel sections.

[0062] The invention implements a fire protection redundancy concept.

[0063] with a mechanical component that is particularly aimed at the fire resistance of battery containers, bulkheads, installation spaces, etc., and

[0064] with an electrical component that is specifically aimed at fire detection and switching or grouping, etc., of battery containers or battery banks.

[0065] The combination of both components ensures that the rail vehicle remains operational in the event of a fire.

[0066] By arranging the battery containers together in a shared battery compartment, a space-saving fire protection arrangement is achieved, which offers advantages in firefighting operations due to the spatial limitations. 202422170

[0067] 6

[0068] Character description:

[0069] The invention is explained in more detail below with the aid of a drawing. The drawing shows:

[0070] FIG 1 shows an exemplary embodiment according to the invention with regard to mechanical components, and

[0071] FIG 2 with reference to FIG 1 shows an exemplary embodiment according to the invention with regard to electrical or electronic components.

[0072] FIG 1 shows an exemplary embodiment according to the invention with regard to mechanical components.

[0073] A locomotive (LOK) powered by a traction battery described below has three sections as a rail vehicle.

[0074] A first area is formed by a driver's compartment FRR, which is designed for the operation of the locomotive LOK by a driver.

[0075] A second area of ​​the locomotive LOK is part of an engine room and forms a battery compartment BAT.

[0076] The battery compartment BAT contains a number of battery containers BC 1.1 to BC 1.n and BC 2.1 to BC 2.n, which are an essential part of the traction battery.

[0077] Each BC battery container contains battery cells, preferably lithium-ion cells. Each BC battery container can be a self-contained unit or a purchased component from a manufacturer, and may include internal climate control and / or internal fire protection.

[0078] The battery containers BC are divided here into two battery banks BB1 and BB2, with battery banks BB1 and BB2 being arranged separately from each other and having a distance between them.

[0079] The two battery banks BB1 and BB2 are located on the right and left (longitudinal) sides of battery compartment BAT and are separated from each other by an engine room passageway MRG. 202422170

[0080] 7

[0081] A first battery bank BB1 includes the battery containers BC 1.1 to BC 1.n, while a second battery bank BB2 includes the battery containers BC 2.1 to BC 2.n.

[0082] The BC battery containers are each individually designed to be fire-resistant in order to prevent the spread of fire from one battery container to a neighboring battery container, at least for a predetermined period of time.

[0083] The battery containers BC 1.1 to BC 1.n of the first battery bank BB1 are connected to a common first exhaust system ABG1, while the battery containers BC 2.1 to BC 2.n of the second battery bank BB2 are connected to a common second exhaust system ABG2.

[0084] In the event of a fire (F1 to F4) in a battery container under consideration, here one or all of the battery containers BC 2.1 to BC 2.n, the two exhaust systems ABG1 and ABG2 direct the resulting combustion gases or soot gases from the battery container under consideration via an outlet OFF into a free environment of the locomotive LOK.

[0085] This relieves the overpressure caused by the combustion gases in the burning battery container and releases it from the battery compartment (BAT) into the open air.

[0086] Each battery container BC has a non-return valve RSK in its associated exhaust system ABG1, ABG2, which prevents combustion gases from the burning battery container from entering intact battery containers.

[0087] The two exhaust systems ABG1 and ABG2 are, as shown, designed separately from each other to avoid any feedback in case of fire.

[0088] A third section of the locomotive, LOK, is also part of the engine room and serves as the electrical compartment EAB. This contains a power converter SR and an auxiliary frame ZG. These are described in detail in the following figure FIG 2.

[0089] The three areas mentioned – driver's compartment FRR, battery compartment BAT and electrical compartment EAB – form a locomotive body of the locomotive LOK and are separated from each other by fireproof bulkheads SW1 and SW2.

[0090] Doors are installed in the bulkheads SW1 and SW2 to connect the three areas via the engine room corridor MRG. The doors are self-closing.

[0091] 8

[0092] Doors designed that close automatically after being opened (smoke- or fire-tight) and are closed during normal operation of the locomotive.

[0093] The bulkheads SW1 and SW2 and the described design of the doors prevent the spread of fire between the three areas: driver's compartment FRR, battery compartment BAT and electrical compartment EAB, or at least prevent it for a predetermined time.

[0094] FIG 2 shows, with reference to FIG 1, an exemplary embodiment according to the invention with regard to electrical or electronic components.

[0095] The SR power converter includes:

[0096] a first DC-DC converter DC / DC1,

[0097] a second DC-DC converter DC / DC2,

[0098] a DC voltage or DC current intermediate circuit GSZK with a capacitor Czk,

[0099] a pulse inverter PWR and

[0100] an auxiliary power converter HBU.

[0101] The two DC-DC converters adapt a voltage level of the two battery banks BB1, BB2 to a required voltage level of the DC link GSZK and regulate a current flow between the two battery banks BB1, BB2 and the power converter SR.

[0102] The first DC-DC converter DC / DC1 is connected on the output side via the DC intermediate circuit GSZK to the pulse inverter PWR and to the auxiliary converter HBU.

[0103] The second DC-DC converter DC / DC2 is connected on the output side via the DC intermediate circuit GSZK to the pulse inverter PWR and to the auxiliary power converter HBU.

[0104] The pulse inverter PWR supplies downstream AC or drive motors M with drive energy, while the auxiliary converter HBU supplies downstream auxiliary systems of the rail vehicle with energy.

[0105] The first battery bank BB1 can be connected to the inputs of the first DC-DC converter DC / DC1 via two switches S1 and S2.

[0106] The second battery bank BB2 can be connected to inputs of the second DC-DC converter DC / DC2 via two switches S3 and S4. 202422170

[0107] 9

[0108] Two additional switches SK make it possible to optionally connect the first battery bank BB1 to the inputs of the second DC-DC converter DC / DC2.

[0109] At the same time, the two additional switches SK also make it possible to optionally connect the second battery bank BB2 to the inputs of the first DC-DC converter DC / DC1.

[0110] Switches S1, S2, S3 and S4 are closed during normal operation. This means that during normal operation of the locomotive LOK, the first battery bank BB1 is connected to the outputs of the first DC-DC converter DC / DC1, while the second battery bank BB2 is connected to the outputs of the second DC-DC converter DC / DC2.

[0111] In normal operation, the two other switches SK, which are also called coupling switches, are open.

[0112] The battery containers BC 1.1 to BC 1.n of the first battery bank BB1 are monitored via a first fire alarm line BM1, which is part of the additional scaffolding ZG.

[0113] The battery containers BC 2.1 to BC 2.n of the second battery bank BB2 are monitored via a second fire alarm line BM2, which is also part of the additional scaffolding ZG.

[0114] The two fire alarm lines BM1 and BM2 are connected to the locomotive's vehicle control unit (FST), which is also located in the auxiliary frame ZG within the electrical compartment EAB. This prevents the vehicle control unit (FST) from being affected during a fire in the battery compartment (BAT).

[0115] The vehicle control system FST evaluates messages from the two fire alarm lines BM1 and BM2 independently of each other.

[0116] If one of the two fire alarm lines BM1, BM2 detects a battery container fire in one of the two battery banks BB1 or BB2, then the vehicle control system FST controls the switches S1 to S4 and SK.

[0117] Battery bank BB1 or BB2, where a fire in an associated battery container BC was detected, is disconnected from the power converter SR or the associated DC-DC converters via the switches. 202422170

[0118] 10

[0119] Accordingly, either switches S1 and S2 are opened to disconnect the first battery bank BB1, or switches S3 and S4 are opened to disconnect the second battery bank BB2.

[0120] The other switches SK are then closed, so that the two DC-DC converters DC / DC1 and DC / DC2 are connected in parallel on the input side.

[0121] In this case, full DC / DC power and half battery capacity are available for the locomotive LOK, which is sufficient to allow the locomotive LOK to continue its journey under its own power in the event of a fire - for example, to leave a tunnel.

Claims

202422170 11 Patent claims 1. Rail vehicle (LOK) with a fire protection arrangement, where the rail vehicle (LOK) can be powered by means of a traction battery, where the rail vehicle (LOK) has a battery compartment (BAT) in which battery containers (BC) of the traction battery are arranged, where the battery containers (BC) are divided into at least two battery banks (BB1, BB2) and arranged in the battery compartment (BAT), in which at least two battery banks (BB1, BB2) are spatially separated from each other and arranged at a distance from each other, in which the rail vehicle (LOK) has an electrical compartment (EAB) in which a power converter (SR) and a control device (BM1, BM2, FST) are arranged, in which the power converter (SR) has a series circuit consisting of a DC-DC converter (DC / DC1), a DC intermediate circuit (GSZK) and an inverter (PWR) for supplying power to drive motors (M), where, of the at least two battery banks (BB1, BB2), a first battery bank (BB1) can be connected to the DC-DC converter (DC / DC1) via a first switch (S1,S2), where, of the at least two battery banks (BB1, BB2), a second battery bank (BB2) can be connected to the DC-DC converter (DC / DC1) via a second switch (S3, S4, SK), where the control device (BM1, BM2, FST) has a first fire detection line (BM1) that is connected to each battery container (BC) of the first battery bank (BB1) to monitor each of these battery containers (BC) for a fire, where the control device (BM1, BM2, FST) has a second fire detection line (BM2) that is connected to each battery container (BC) of the second battery bank (BB2) to monitor each of these battery containers (BC) for a fire, where the control device (BM1, BM2, FST) has a vehicle control unit (FST) that is connected to the two fire alarm lines (BM1, BM2) in order to detect a fire in a battery container (BC) in one of the two battery banks (BB1, BB2), where the vehicle control unit (FST) is connected to the first switch (S1, S2) and to the second switch (S3, S4, SK) in such a way, that in the event of a detected fire in a battery container (BC), the associated battery bank (BB1, BB2) is disconnected from the DC-DC converter (DC / DC1) via the associated switch, and that the battery bank (BB1, BB2), in whose battery container (BC) no fire has been detected, is connected to the DC-DC converter (DC / DC1) via the associated switch. 202422170 12 2. Arrangement according to claim 1, wherein the rail vehicle (LOK) has a driver's compartment (FRR) designed for the operation of the rail vehicle (LOK) by a driver.

3. Arrangement according to claim 1 or 2, where the driver's compartment (FRR), the battery compartment (BAT) and the electrical compartment (EAB) are separated from each other by fireproof bulkheads (SW1, SW2), or where the battery compartment (BAT) and the electrical compartment (EAB) are separated from each other by fireproof bulkheads (SW1, SW2).

4. Arrangement according to claim 3, wherein the doors arranged in the partition walls (SW1, SW2) are designed as self-closing doors.

5. Arrangement according to claim 1, wherein the at least two battery banks (BB1, BB2) are arranged on both sides of a corridor (MRG) and are spatially separated from each other by this corridor (MRG).

6. Arrangement according to claim 1, wherein the battery containers (BC) are each designed to be fire-resistant, so that the spread of fire from one battery container (BC) to an adjacent battery container (BC) is prevented at least for a predetermined time.

7. Arrangement according to claim 1, where each battery container (BC 1.1 to BC 1.n) of the first battery bank (BB1) is connected to a common first exhaust system (ABG1), and where each battery container (BC 2.1 to BC 2.n) of the second battery bank (BB2) is connected to a common second exhaust system (ABG2), so that smoke gases generated inside the battery container (BC) during a fire are directed into the free environment of the rail vehicle (LOK) via the respective connected exhaust system (ABG1, ABG2).

8. Arrangement according to claim 1, in which the power converter (SR) as DC-DC converter (DC / DC1) has a first DC-DC converter (DC / DC1), as inverter (PWR) a pulse inverter (PWR) as well as a second DC-DC converter (DC / DC2) and an auxiliary power converter (HBU), where the pulse inverter (PWR) is connected to downstream AC motors (M) to supply them with drive energy, 202422170 13 where the auxiliary power converter (APC) is connected to downstream auxiliary power systems to supply them with energy, where the first DC-DC converter (DC / DC1) is connected on the output side via the DC link (DC link) to the pulse inverter (PWR) and to the auxiliary converter (ACU), where the second DC-DC converter (DC / DC2) is connected on the output side via the DC link (GSZK) to the pulse inverter (PWR) and to the auxiliary power converter (HBU), where the first battery bank (BB1) can be connected to inputs of the first DC-DC converter (DC / DC1) via an associated switch (S1,S2), where the second battery bank (BB2) can be connected to inputs of the second DC-DC converter DC / DC2 via an assigned switch (S3,S4), where, via a further switch (SK), the first battery bank (BB1) can be optionally connected to the inputs of the second DC-DC converter (DC / DC2), where the second battery bank (BB2) can be optionally connected to the inputs of the first DC-DC converter (DC / DC1) via the additional switch (SK), - wherein in normal operation of the rail vehicle (LOK) the first battery bank (BB1) is connected on the output side to the inputs of the first DC-DC converter (DC / DC1), the second battery bank (BB2) is connected on the output side to the inputs of the second DC-DC converter (DC / DC2) and the further switch (SK) is open, wherein in the event of a fire detected in a battery container (BC) in one of the two battery banks (BB1, BB2) the switches are controlled via the vehicle control system (FST), so that the battery bank (BB1, BB2), in which a fire in an associated battery container (BC) was detected, is disconnected from the respective DC-DC converter (DC / DC1, DC / DC2) of the power converter (SR) via the switches, so that the further switch (SK) is closed in order to connect the two DC-DC converters (DC / DC1, DC / DC2) in parallel on the input side and to connect their inputs to the battery bank (BB1, BB2) where no fire was detected.

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