DE102011118951B4 - Arrangement for operating a multi-component drive of a rail vehicle - Google Patents

Abstract

The invention relates to an arrangement for operating a multi-component drive of a rail vehicle, wherein a hybrid drive known per se is used, in which at least one power pack in the region of at least one bogie is arranged in underfloor construction. The invention has for its object to adapt a known per se hybrid power pack to the vehicle-side conditions that complies with the given clearance profile, balanced the mass balance before and after installation of the accessories and a change between the different types of drives is easily possible. This is inventively achieved in that components of the power pack (1) via an exhaust shaft (2) with exhaust pipe (3) with components on the roof (4) of the rail vehicle (5) are connected, wherein on the roof (4) of each rail vehicle (5) in the vicinity of the vehicle center as roof superstructures, in each case at least one air conditioning system (6), a cooler (7), an inverter (8) with an EMC filter (9), a battery holder (10) with batteries / rechargeable batteries (11), a DC link box (ZWK) (12) and an auxiliary converter (HBU) (13) are arranged, which are coupled to the power pack (1), wherein the roof structures and the power pack (1) are electrically coupled by means of a cooling circuit and the exhaust pipe (3) is formed in thermally insulated construction so that circular, metallic conduits (14) for the passage of connecting lines between the power pack (1) and the roof structures are arranged on its outer circumference.

Description

The invention relates to an arrangement for operating a multi-component drive of a rail vehicle, wherein a hybrid drive known per se is used, in which at least one power pack in the region of at least one bogie is arranged in underfloor construction.

Rail vehicle propulsion is largely dependent on the form of energy provided by the existing infrastructure. In railway engineering, there are essentially two possibilities of the drive technology, the diesel and the electric drive form.

The adaptation of a rail vehicle from an infrastructural predetermined form of energy to another incompatible form of energy by means of entrained systems which effect this conversion is already known and is used successfully in so-called multi-system vehicles.

Likewise known and in use are electrically operated rail vehicles that can be used by means of a corresponding entrained system on non-electrified routes. Drive systems of vehicles of this type are commonly referred to as hybrid drive ( DE 101 50 748 A1 ).

A hybrid drive for rail vehicles comprises, in addition to an internal combustion engine, a further drive, which serves in particular for operation of rail vehicles with many start-stop phases of the recovery of braking energy, the reduction of fuel consumption and the reduction of exhaust emissions.

From the DE 196 24 252 A1 is the control of a hybrid drive for road and rail vehicles known.

The DE 100 45 319 A1 describes a rail vehicle having a power supply system having various power supply modules, such as a diesel engine power pack, a catenary power supply module, or a fuel cell module having the same interfaces to the subsequent powertrain via the DC link Connection dimension and similar mechanical dimensions of the modules has and that a low-effort. Exchangeability or conversion of similar or different energy supply modules without a costly conversion of the vehicle guaranteed. The power supply modules are arranged on the roof of the rail vehicle. The purpose of this solution is to offer a vehicle concept, which allows a low-effort adaptation or retrofitting of the vehicle-side power supply systems for rail traction vehicles.

Finally, a method for controlling a hybrid drive in a rail vehicle is known, in which an electronic route timetable is specified as a stretch-segment related speeds via a train control unit, before the start stretch distance-related speeds are specified via a train control unit, before driving distance stretch-related drive types of the rail vehicle are determined by means of the electronic Streckenfahrplan predictive in which a positioning of the actual position to a desired position of the rail vehicle determined from the electronic route timetable is determined while driving, a time reserve is calculated on the basis of the position deviation and in which the current drive type is maintained or changed as a function of the time reserve ( DE 10 2008 038 753 A1 ).

From the DE 10 2009 039 684 A1 is known a hybrid drive system for rail vehicles, which consists of a diesel-electric drive and a fuel cell. A sufficient description of the concrete vehicle technical implementation is missing. Only a basic link of the individual components is given.

In the US 2 667 843 A a rail vehicle is described in which an underfloor combustion engine dissipates its exhaust gases via an exhaust pipe carried in the vehicle interior, wherein the exhaust pipe opens inside an installed on the roof air conditioning. In the vicinity of the exhaust pipe pipes are provided for carrying out the cooling medium of the air conditioner.

The DE 10 2006 044 224 A1 describes a rail vehicle with a vertical channel for passing electrical lines, wherein a cooling flow is passed through, so that the channel cross-section can be reduced.

All of the aforementioned solutions have in common that no concept for connecting a hybrid power pack in an existing vehicle or a new vehicle is offered, which includes an optimized adaptation to the vehicle-side relevant and necessary components.

The invention has for its object to adapt a known per se hybrid power pack to the vehicle-side conditions that complies with the given clearance profile, balanced the mass balance before and after installation of the accessories and a change between the different types of drives is easily possible.

This is inventively achieved in that components of the power pack are connected via an exhaust shaft with exhaust pipe with components on the roof of the rail vehicle, wherein on the roof of each rail vehicle approaching the vehicle center as roof superstructures each at least one air conditioner, a cooler, an inverter with a EMC filter, a battery holder with batteries, a DC link box (ZWK) and an auxiliary converter (HBU) are arranged, which are coupled to the power pack, the roof assemblies and the power pack are electrically coupled by means of a cooling circuit and the exhaust pipe is formed in thermally insulated construction so that circular, metallic conduits for the passage of connecting lines between the power pack and the roof structures are arranged on its outer circumference.

The roof superstructures and the power pack are electrically and coupled by means of a cooling circuit. The cooling circuit is designed so that the roof structures of the radiator with coolant in very tight tolerances of 34 ° C to 40 ° C are applied. The return flow is routed through the cooling water pipes of the remaining roof superstructures (parallel auxiliary converter (HBU) and climatic converter, then traction converter).

The batteries / rechargeable batteries are preferably made of lithium-ion batteries.

For storage of electrical energy, of course, any other storage medium can be used. Conceivable are capacitors (power caps), combi memory u. Ä. Storage media.

The roof structures are arranged under consideration of a dynamic restriction calculation in the free space gauge of the rail vehicle. Exceeding the clearance gauge does not occur.

The mass balance of the rail vehicle before and after the installation of the hybrid power pack and the roof superstructures are almost compensated by changes to the interior design. Thus, the vehicle has no appreciably higher mass after installation of all necessary components than before.

The exhaust pipe is formed in thermally insulated construction so that circular, preferably metallic conduits for the passage of connecting lines between the power pack and the roof structures are arranged on its outer circumference.

For cable ducts between the roof installations and devices in the car body a passive ventilation shaft (without fan) is arranged.

The electrical wiring of the roof superstructure with the power pack is designed so that the auxiliary power converter (HBU) and the DC bus box (ZWK) are connected by means of an E-box on the power pack and with the traction converters and the vehicle battery. The roof structures are also connected to each other.

• – Einbindung eines Hybrid-Power-Packs in ein vorhandenes Schienenfahrzeug mit sämtlichen zusätzlichen Ein- und Anbauten im Lichtraumprofil
• – Optimale Verschaltung aller zusätzlichen Ein- und Anbauten unter Beachtung der Massebilanz und unter Einhaltung der zulässigen Radaufstandskräfte
• – Masseschwerpunkt wird möglichst nahe an der Fahrzeugmitte gewählt
• – Neu entwickeltes, thermisch isoliertes Abgasrohr im Fahrzeuginneren mit um diesen positionierten Leerrohren zur Leitungsdurchführung zwischen Power-Pack und Dacheinbauten anstelle eines Abgasschalldämpfers
• – Vermeidung größerer Umbauten am Schienenfahrzeug und am Wagenkasten
• – Verwendung eines passiven Lüftungsschachtes (ohne Ventilator) als Leistungs- und Signaldurchführung vom Fahrzeugdach zum Wagenkasten ohne Einbringen zusätzlicher Öffnungen
• – Reversible Bauweise
• – Einbau eines neuartigen Innenraumkonzeptes (Verringerung der Sitzplatzanzahl am Wagenübergang; Ersatz der Sitzplatzanzahl durch Info-Stände, Ersatz des Mehrzweckbereiches mit ursprünglich Klappsitzen durch eine Konferenz-Sitzgruppe, Ersatz von Sitzplätzen durch Garderoben)
• – Verbesserung der thermischen Isolierung zwischen Katalysator bzw. Abgasführung und Leitungsverlegung durch Glasfaser-Silikon-Matten
• – Leitungsverlegung durch vorhandene freie Bereiche im Unterflurbereich
• – Neukonstruktion von Leitungshaltern im Unterflurbereich
• – durch Umkonstruktion des Abgasrohres für einen größeren Abstand zwischen elektrischen Leitungen und Abgasrohr – Verlängerung des Abgasrohrs unter Beachtung des Lichtraumprofils 4 Vermeidung von Leitungsschäden infolge Überhitzung
• – Verbesserter Sonnenschutz durch Neukonstruktion von Hauben über die Batterien/Akkus ggf. mit aktiver Belüftung

Advantages of the invention:

• - Integration of a hybrid power pack in an existing rail vehicle with all additional inputs and attachments in the clearance gauge
• - Optimal interconnection of all additional inputs and attachments taking into account the mass balance and in compliance with the permissible wheel contact forces
• - Mass center of gravity is selected as close to the center of the vehicle as possible
• - Newly developed, thermally insulated exhaust pipe in the vehicle interior with positioned around this empty conduits for line feedthrough between power pack and roof installations instead of a muffler
• - Avoidance of major modifications to the rail vehicle and the car body
• - Use of a passive ventilation shaft (without fan) as power and signal feedthrough from the vehicle roof to the car body without introducing additional openings
• - Reversible construction
• - Installation of a new interior concept (reduction in the number of seats at the interchange, replacement of the number of seats by information stands, replacement of the multipurpose area with originally folding seats by a conference seating group, replacement of seats by cloakrooms)
• - Improvement of the thermal insulation between the catalyst or the exhaust system and the laying of cables through fiberglass silicone mats
• - Cable laying through existing free areas in the underfloor area
• - Redesign of cable supports in the underfloor area
• - By redesigning the exhaust pipe for a greater distance between electrical lines and exhaust pipe - extension of the exhaust pipe in compliance with the clearance gauge 4 Avoidance of line damage due to overheating
• - Improved sun protection by redesigning hoods over the batteries / rechargeable batteries if necessary with active ventilation

embodiment

Reference to an embodiment, the invention will be explained in more detail below.

Showing:

1 - Rail vehicle with superstructures in longitudinal and cross section

2 - Roof structures in plan view and in cross section

3 - Cooling circuit of the roof superstructures in connection with Power-Pack

4 - Federal Laying-Off Plan of Roof Structures (upper level)

5 - Bundverlegungsplan der Dachaufbauten (lower level)

The rail vehicle 5 indicates in the underfloor area of a bogie the hybrid power pack 1 on, which is connected electrically and cooling technology with various accessories. These accessories are preferably on the roof 4 of the rail vehicle 5 arranged. They are positioned taking into account a dynamic driving restriction calculation in the free space profile of the vehicle. The orientation and the position of the accessories is chosen so; that their center of gravity is as close to the center of the vehicle as possible, so that the maximum wheel contact forces are not exceeded. By increasing the vehicle's own weight compensation measures are required, which are achieved by changing the interior concept. As on the roof 4 of the rail vehicle 5 to be arranged additional equipment come at least one air conditioner 6 , a cooler 7 , an inverter 8th an EMC filter 9 , a battery holder 10 , Batteries / rechargeable batteries 11 , a DC link box (ZWK) 12 as well as an auxiliary converter (HBU) 13 for use. The connection between the hybrid power pack 1 and the roof structures according to the invention by means of a thermally insulated exhaust pipe 3 produced, wherein at its periphery, preferably on the outer circumference, arranged in a circle, preferably metallic tubes 14 are positioned, which serve for the implementation of the necessary lines, so that additional modifications to the car body are avoided.

LIST OF REFERENCE NUMBERS

1

Hybrid power pack, power pack

2

exhaust stack

3

exhaust pipe

4

top, roof

5

track vehicle

6

air conditioning

7

cooler

8th

inverter

9

EMC filters

10

Battery / rechargeable battery holder, battery holder

11

Battery / accumulator

12

DC Box

13

auxiliary converter

14

conduit

Claims (5)

Arrangement for operating a multi-component drive of a rail vehicle ( 5 ) in which a hybrid drive is used in which at least one power pack ( 1 ) is arranged in the region of at least one bogie underfloor construction, characterized in that components of the power pack ( 1 ) via an exhaust shaft ( 2 ) with exhaust pipe ( 3 ) with components on the roof ( 4 ) of the rail vehicle ( 5 ), whereby on the roof ( 4 ) of each rail vehicle ( 5 ) in proximity to the vehicle center as roof superstructures in each case at least one air conditioning ( 6 ), a cooler ( 7 ), an inverter ( 8th ) with an EMC filter ( 9 ), a battery holder ( 10 ) with batteries / rechargeable batteries ( 11 ), a DC link box (ZWK) ( 12 ) and an auxiliary converter (HBU) ( 13 ) are arranged with the power pack ( 1 ), with the roof superstructures and the power pack ( 1 ) are coupled electrically and by means of a cooling circuit and the exhaust pipe ( 3 ) is designed in thermally insulated construction such that on its outer circumference circular, metallic conduits ( 14 ) for connecting cables between the power pack ( 1 ) and the roof structures are arranged. Arrangement according to claim 1, characterized in that the batteries / accumulators ( 11 ) consist of lithium-ion batteries and / or capacitors in the form of power caps and / or combi storage. Arrangement according to claim 1, characterized in that a passive ventilation shaft is arranged without fan for cable bushings between the roof installations and devices in the car body. Arrangement according to claim 1 to 3, characterized in that the electrical interconnection of the roof structures with the power pack ( 1 ) is designed so that signal and power cables are laid from the roof area to the underfloor area. Arrangement according to claim 1 to 4, characterized in that the air conditioning ( 6 ) is composed of several modules, wherein the first assembly of an air conditioner with air conditioning compressor and the second module is a climatic converter and the third module is an EMC filter ( 9 ).

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