EP-4739533-A1 - DRIVE SYSTEM FOR A RAIL VEHICLE

EP4739533A1EP 4739533 A1EP4739533 A1EP 4739533A1EP-4739533-A1

Abstract

The invention relates to a drive system for a rail vehicle, wherein the drive system comprises an internal combustion engine, a generator which can be driven by the internal combustion engine and which is designed to generate a three-phase alternating voltage in generator mode, an uncontrolled first rectifier, a first connection which electrically connects the generator to the first rectifier, a first DC link, in which at least a first DC link capacitor is arranged, at least one controlled first inverter, at least one first drive motor which can be operated by way of an alternating voltage of the first inverter, a second connection which electrically connects the first inverter to the first drive motor, and a control device. The drive system is characterised in that the generator is designed to start the internal combustion engine in engine mode, in that the drive system comprises a third connection by way of which the generator can be electrically connected to the first inverter, and in that the control device is additionally designed to drive the first inverter in such a way that it provides an alternating voltage by way of which the generator can be operated in engine mode when the third connection is closed.

Inventors

HIMMELEIN, FRANK
HÖSCHELER, Bernhard
NERGER, Falk
SCHMID, ROBERT

Assignees

Siemens Mobility GmbH

Dates

Publication Date: 20260513
Application Date: 20240828

Claims (1)

patent claims 1. Drive system (AS) for a rail vehicle (SF), wherein the drive system (AS) comprises: - an internal combustion engine (BKM), - a generator (GEN) which can be driven by the internal combustion engine (BKM) and which is designed to generate a three-phase alternating voltage in generator mode, - an uncontrolled first rectifier (GR1) which is designed to convert the three-phase alternating voltage generated by the generator (GEN) at the input-side terminals into a direct voltage and to provide this at the output-side terminals, - a first connection (EVI) which electrically connects terminals of the generator (GEN) to the input-side terminals of the first rectifier (GR1), - a first DC voltage intermediate circuit (ZK1) which is connected to the output-side terminals of the first rectifier (GR1) and in which at least one first intermediate circuit capacitance (CZK1) is arranged, - at least one controlled first inverter (WRI), the first terminals of which are electrically connected to the first DC voltage intermediate circuit (ZK1) and which is designed to convert the DC voltage of the first DC voltage intermediate circuit (ZK1) into an AC voltage of variable magnitude and frequency and to provide it at second terminals, - at least one first drive motor (AMI) which can be operated by means of the alternating voltage of the first inverter (WRI), - a second connection (EV2) which electrically connects the second terminals of the first inverter (WRI) to terminals of the first drive motor (AMI), and - a control device (ST) which is designed to control at least the first inverter (WRI), characterized in that - the generator (GEN) is additionally designed to start the internal combustion engine (BKM) in engine operation, - the drive system (AS) comprises a third connection (EV3) by means of which the terminals of the generator (GEN) can be electrically connected to the second terminals of the first inverter (WRI), and - the control device (ST) is additionally designed to control the first inverter (WRI) in such a way that it provides an alternating voltage at its second connections, by means of which the generator (GEN) can be operated in motor mode when the third connection is closed. 2. Drive system (AS) according to claim 1, characterized in that - the drive system (AS) comprises at least one further first inverter (WRI) and at least one further first drive motor (AMI), wherein a further second connection (EV2) electrically connects second terminals of the further first inverter (WRI) to terminals of the further first drive motor (AMI) and wherein first terminals of the further first inverter (WRI) are electrically connected to the first DC voltage intermediate circuit (ZK1), - the second terminals of the further first inverter (WRI) can be electrically connected to the terminals of the generator (GEN) by means of the third connection (EV3) or a further third connection, and - the control device (ST) is additionally designed to control the further first inverter (WRI) in such a way that it provides an alternating voltage at its second connections, by means of which the generator (GEN) can be operated in motor mode when the third or further third connection is closed. 3. Drive system (AS) according to claim 1 or 2, characterized in that - the drive system (AS) has at least one first switch (51) by means of which the third connection (EV3) and/or the further third connection can be switched, and - the control device (ST) is additionally designed to control the first switch (Sl) such that it switches the third connection (EV3) and/or the further third connection. 4. Drive system (AS) according to one of the preceding claims, characterized in that - the drive system (AS) has at least one second switch (52), by means of which a respective second connection (EV2) is switchable, and - the control device (ST) is additionally designed to control the second switch (S2) in such a way that it switches the respective second connection (EV2). 5. Drive system (AS) according to one of the preceding claims, characterized in that the first connection (EVI) between the terminals of the generator (GEN) and the first terminals of the first rectifier (GR1) is switchless. 6. Drive system (AS) according to one of the preceding claims, characterized in that the drive system (AS) comprises a second DC intermediate circuit (ZK2), in which at least one second intermediate circuit capacitance (CZK2) is arranged and which is separably electrically connected to the first DC intermediate circuit (ZK1), and the drive system (AS) comprises a first current collector (PANI), a mains transformer (TR) and at least one controlled second rectifier (GR2), wherein - the mains transformer (TF) has at least one primary winding and at least one secondary winding, wherein the at least one primary winding is connected by means of the first pantograph (PANI) can be connected to a trackside AC supply network, and - first terminals of the second rectifier (GR2) with terminals of a secondary winding of the mains transformer (TF) are electrically connected, the second rectifier (GR2) is designed to convert a single-phase alternating voltage provided by the secondary winding and applied to the first terminals into a direct voltage and to provide this at second terminals, and the second terminals are electrically connected to the second direct voltage intermediate circuit (ZK2), and/or the drive system (AS) comprises a second current collector (PAN2) and in particular a first direct voltage converter (GSW1), wherein - the second current collector (PAN2) can be connected to a DC supply network, and - first terminals of the first DC-DC converter (GSW1) are electrically connected to the second current collector (PAN2) and second terminals of the first DC-DC converter (GSW1) are electrically connected to the second DC intermediate circuit (ZK2). 7. Drive system (AS) according to claim 6, characterized in that the drive system (AS) comprises at least one controlled second inverter (WR2) and at least one second drive motor (AM2), wherein - first terminals of the second inverter (WR2) are electrically connected to the second DC voltage intermediate circuit (ZK2), the second inverter (WR2) is designed to convert the DC voltage of the second DC voltage intermediate circuit (ZK2) into an AC voltage of variable magnitude and frequency and to provide it at second terminals, and the second terminals of the second inverter (WR2) are electrically connected to terminals of the at least one second drive motor (AM2), and - the at least one second drive motor (AM2) can be operated by means of the alternating voltage of the second inverter (WR2). 8. Drive system (AS) according to one of the preceding claims, characterized in that the drive system (AS) comprises at least one electrical energy storage device (ES) and in particular a second DC-DC converter (GSW2), wherein - connections of the energy storage device (ES) are electrically connected to first connections of the second DC-DC converter (GSW2) and second connections of the second DC-DC converter (GSW2) are electrically connected to the first (ZK1) or to the second DC-DC intermediate circuit (ZK2), or - the connections of the energy storage device (ES) are directly electrically connected to the first (ZK1) or the second DC intermediate circuit (ZK2). 9. Rail vehicle (SF), characterized in that it comprises at least one carriage (WG1) and at least one drive system (AS) according to one of claims 1 to 8. 10. Rail vehicle (SF) according to claim 9, characterized in that in a first carriage (WG1) of the rail vehicle (SF) the internal combustion engine (BKM), the generator (GEN), the first rectifier (GR1), the first DC intermediate circuit (ZK1), the at least one first inverter (WRI), the at least one first drive motor (AMI) and the control device (ST) are arranged, and in a second carriage (WG2) of the rail vehicle (SF) the second DC intermediate circuit (ZK2) and - the first current collector (PANI), the mains transformer (TF) and the at least one second rectifier (GR2), and/or - the second current collector (PAN2) and in particular the first DC-DC converter (GSW1) are arranged. 11. Rail vehicle (SF) according to claim 10, characterized in that the at least one second inverter (WR2) and the at least one second drive motor (AM2) are arranged in the second carriage (WG2). 12. Rail vehicle (SF) according to claim 10 or 11, characterized in that the at least one electrical energy storage device (ES) and in particular the second DC-DC converter (GSW2) are arranged in the first car (WG1) or in the second car (WG2). 13. Rail vehicle (SF) according to one of claims 9 to 12, characterized in that the first carriage (WG1) is designed as a locomotive and the second carriage (WG2) is designed as a carriage for passenger transport and/or baggage transport. 14. Use of a drive system (AS) according to one of claims 1 to 8 in a rail vehicle (SF). 15. Method for starting an internal combustion engine (BKM) of a drive system (AS) of a rail vehicle (SF) according to one of claims 1 to 8, at least with the steps: - Closing the third connection (EV3) between the first inverter (WRI) and the generator (GEN), - Providing an alternating voltage to the terminals of the generator (GEN) by means of the first inverter (WRI), and - Starting the internal combustion engine (BKM) in a generator (GEN) engine mode.

Description

Description drive system for a rail vehicle The invention relates to a drive system for a rail vehicle, a corresponding rail vehicle, a use of the drive system and a method for operating such a drive system. From WO 2020/114659 A1, an arrangement for driving a locomotive with different energy supply systems is known, wherein a main energy supply system is arranged in the locomotive as a main system and at least one further energy supply system is arranged as a secondary system in a carriage connected to the locomotive. Components that can be used by both the main system and the at least one secondary system are only implemented once, and components that can only be used by the at least one secondary system are arranged on the carriage. According to embodiments of the arrangement, for example, the main system is designed as a diesel drive and the secondary system as a direct current, alternating current and/or energy storage-based energy supply system, or the main system is designed as a direct current or alternating current-based energy supply system and the secondary system is designed as a diesel operation-based energy supply system. The diesel drive as a main or auxiliary system comprises as components a diesel engine, a generator connected to it and a converter for adapting the power generated by the generator to a direct voltage of an intermediate circuit, which electrically connects the main and auxiliary systems. In diesel-electric drives of locomotives, an uncontrolled rectifier, in particular a diode rectifier, is usually used as an input-side rectifier. This converts a three-phase generator generated three-phase alternating voltage into a direct voltage of a direct voltage intermediate circuit fed by the rectifier. Compared to a controlled rectifier, for example an active front end (abbreviated AFE) converter used for industrial drives operated on a supply network, such an uncontrolled rectifier has the advantages of being more cost-effective to manufacture, requiring less space and being more available because no control system is required. From EP 1110799 A1, starting of the internal combustion engine, in particular a diesel engine, by means of an asynchronous machine is known, wherein an input-side controlled inverter is fed from a DC voltage intermediate circuit and controlled in such a way that the inverter generates a rotating field necessary for starting the asynchronous machine and the asynchronous machine starts the internal combustion engine in motor operation. Starting the internal combustion engine using the generator is not possible when using an uncontrolled rectifier on the input side, as this cannot generate the rotating field required to start the generator. Therefore, the internal combustion engine has so far been started using a separate electric or pneumatic starter motor. The object of the invention is therefore to provide a drive system with an uncontrolled rectifier on the input side, which enables the internal combustion engine to be started without a separate starter motor. This object is achieved by the drive system and the method with the respective features of the independent patent claims. Further developments are specified in the respective dependent patent claims. A drive system according to the invention for a rail vehicle comprises an internal combustion engine, a generator which can be driven by the internal combustion engine and which is designed to generate a three-phase alternating voltage in generator operation, an uncontrolled first rectifier which is designed to convert the three-phase alternating voltage generated by the generator at the input-side connections into a direct voltage and to provide this at the output-side connections, a first connection which electrically connects connections of the generator to the input-side connections of the first rectifier, a first direct voltage intermediate circuit which is connected to the output-side connections of the first rectifier and in which at least one first intermediate circuit capacitor is arranged, at least one controlled first inverter, the first connections of which are electrically connected to the first direct voltage intermediate circuit and which is designed to convert the direct voltage of the first direct voltage intermediate circuit into an alternating voltage of variable magnitude and frequency and to provide it at second connections, at least one first drive motor which is controlled by means of the AC voltage of the first inverter, a second connection which electrically connects the second terminals of the first inverter to terminals of the first drive motor, and a control device which is designed to control at least the first inverter, and is characterized in that the generator is additionally designed to start the internal combustion engine in motor operation, that the drive system comprises a third connection by means of which the terminals of the generator can be electrically connected to