阅读说明：本技术 配备有蓄电体的轨道车辆 (Rail vehicle equipped with power storage body ) 是由 克里斯托夫·博林格 法布里斯·希肯比克 大卫·格雷斯 菲力浦·拉维妮 于 2020-03-04 设计创作，主要内容包括：本发明涉及配备有蓄电体的轨道车辆。轨道车辆(10)包括：供电装置(20)、电力牵引引擎(15)、第一辅助电气设备(16、17)和用于连接至车辆外部电源的连接器(22)。该供电装置包括：电力变换器(26),其用于向电力牵引引擎供应高压电流,其中,电力变换器连接至连接器；连接至第一辅助电气设备的第一中压电网(34)；以及第一蓄电元件(30),第一蓄电元件(30)连接至第一中压电网,以向第一电网供电或从第一电网汲取电力。所述电力变换器连接至第一中压电网以向第一电网供电。(The present invention relates to a rail vehicle equipped with a power storage body. A rail vehicle (10) comprises: a power supply device (20), an electric traction engine (15), a first auxiliary electrical apparatus (16, 17) and a connector (22) for connection to a power source external to the vehicle. The power supply device includes: a power converter (26) for supplying high voltage current to the electric traction engine, wherein the power converter is connected to the connector; a first medium voltage network (34) connected to the first auxiliary electrical device; and a first electrical storage element (30), the first electrical storage element (30) being connected to the first medium voltage electrical network for supplying or drawing electrical power to or from the first electrical network. The power converter is connected to a first medium voltage power grid to supply power to the first power grid.)

1. Rail vehicle (10) comprising a power supply device (20), an electric traction engine (15), a first auxiliary electrical apparatus (16, 17) and a connector (22) for connection to a power supply external to the vehicle, wherein the power supply device comprises:

-a power converter (26) for supplying high voltage current to the electric traction engine, wherein the power converter is connected to the connector (22);

-a first medium voltage network (34), to which the first auxiliary electrical device is connected (34);

-a first electrical storage element (30), the first electrical storage element (30) being connected (40, 38, 42) to the first medium voltage electrical network in order to supply or draw electrical power to or from the first electrical network;

characterized in that the power converter (26) is connected to the first medium voltage grid to supply power to the first grid.

2. The rail vehicle according to claim 1, wherein the power supply device comprises a first reversible charger (38) interposed between the first electrical storage element (30) and the first medium-voltage electrical network (34), wherein the first charger is intended to transmit electric power to one or other of the first element and the first electrical network.

3. The rail vehicle according to claim 1 or 2, wherein the first electrical storage element (30) comprises at least one lithium ion battery.

4. The rail vehicle according to claim 1 or 2, further comprising a second auxiliary electrical device (18), and wherein the power supply device further comprises:

-a second low voltage grid (44), the second device being connected to the second low voltage grid (44); and

-a second electrical storage element (46), said second electrical storage element (46) being connected (47) to said second low voltage grid to supply or draw electrical power to or from said second grid;

wherein the second storage element is further connected (50, 48, 52) to the first medium voltage electrical network (34) to draw electrical power from the first electrical network.

5. The rail vehicle according to claim 4, wherein the power supply device comprises a second charger (48), the second charger (48) being interposed between the first medium voltage grid (34) and the second storage element (46) to supply power from the first grid to the second element, wherein the second charger is further connected (54) to the second low voltage grid (44) to not supply power to the second grid through the second storage element.

6. The rail vehicle according to claim 4 or 5, wherein the second electrical storage element (46) comprises at least one lithium ion battery.

7. Method of operating a rail vehicle according to claim 1 or 2, wherein:

-the power converter (26) draws power from a power source external to the vehicle via the connector (22) and supplies power to the first medium voltage grid (34), and

-the first electrical storage element (30) draws electrical power from the first electrical grid.

8. Method of operating a rail vehicle according to claim 1 or 2, wherein:

-the power converter (26) draws power from a power source external to the vehicle via the connector (22) and supplies the electric traction engine (15), and

-the first electrical storage element (30) supplies the first medium-voltage electrical network (34).

9. Method of operating a rail vehicle according to any of claims 4 to 6, wherein:

-the first electrical storage element (30) supplies the first medium-voltage electrical network (34); and

-the second electrical storage element (46) draws electrical power from the first electrical grid.

[ technical field ] A method for producing a semiconductor device

The invention relates to a rail vehicle comprising a power supply device, an electric traction motor, a first auxiliary electrical apparatus, and a connector connected to a power source external to the vehicle, wherein the power supply device comprises: a power converter for providing high voltage current to an electric traction engine, wherein the power converter is connected to the connector; a first medium voltage power grid to which the first auxiliary electrical device is connected; and a first electrical storage element connected to the first medium-voltage electrical network to supply or draw electrical power to or from the first electrical network.

[ background of the invention ]

It is known to equip rail vehicles, in particular trains, with internal electrical storage elements. A vehicle as described above is described in, for example, patent document WO 2014008114. Thus, the auxiliary devices may be powered separately or simultaneously by internal components or an external power source.

Auxiliary functions, such as air conditioning of the passenger car compartment, require a large amount of electrical power. Supplying power via an internal storage element places a limitation on the power supply to the vehicle and is costly.

[ summary of the invention ]

The present invention seeks to address this problem. To this end, the object of the invention is a rail vehicle as described above, wherein the power converter is connected to the first medium voltage network for supplying power to the first network.

According to other advantageous aspects of the invention, the rail vehicle comprises one or more of the following technical features, alone or in any technically possible combination:

the power supply device comprises a first reversible charger (reversible charger) interposed between the first storage element and the first medium-voltage grid, wherein the first charger is adapted to transmit electric power to one or the other of the first element and the first grid.

The first electrical storage element comprises at least one lithium-ion battery;

-the rail vehicle further comprises a second auxiliary device, and wherein the power supply arrangement further comprises: a second low voltage power network to which the second device is connected; and a second electrical storage element connected to the second low-voltage electrical network for supplying power to the second electrical network or for drawing electrical power from the second electrical network, wherein the second electrical storage element is also connected to the first medium-voltage electrical network for drawing electrical power from the first electrical network;

the power supply device comprises a second charger interposed between the first medium-voltage grid and the second storage element to supply power from the first grid to the second element, wherein the second charger is also connected to the second low-voltage grid to supply power to the second grid without passing through the second storage element.

The second electrical storage element comprises at least one lithium ion battery.

The invention also relates to a method for operating a rail vehicle as described above.

According to a first aspect of the invention, the method is as follows: the power converter draws electric power from a power source external to the vehicle via the connector and supplies power to the first medium-voltage power grid, and the first electrical storage device draws electric power from the first power grid.

According to a second aspect of the invention, the method is as follows: the power converter draws electric power from a power source external to the vehicle via the connector and supplies electric power to the electric traction engine, and the first electrical storage element supplies electric power to the first medium-voltage grid.

According to a third aspect of the invention, the method is as follows: the first electrical storage element supplies power to the first medium-voltage power grid, and the second electrical storage element draws power from the first power grid.

[ description of the drawings ]

The invention will be better understood on reading the following description, which is provided as a non-limiting example only, and with reference to the accompanying drawings, in which:

FIG. 1 is a schematic illustration of a rail vehicle according to one embodiment of the present invention; and is

Fig. 2 is a schematic illustration of elements of the rail vehicle of fig. 1.

[ detailed description ] embodiments

FIG. 1 is a schematic representation of a rail vehicle 10 according to one embodiment of the present invention. A rail vehicle 10, such as a train, includes a motor 12 coupled to one or more cars 14, the motor 12 being particularly for passenger use.

The rail vehicle 10 comprises at least one electric traction engine 15 equipped with a motor. The engine 15 is particularly intended to operate at high voltages, in particular greater than 700V.

In addition, the rail vehicle 10 comprises a first auxiliary electrical device 16, 17 for running on a 400V medium voltage network. Said first auxiliary electrical devices comprise, for example, one or more compressors 16 for inflating the pneumatic circuit of the vehicle 10, air conditioning means 17 for the cabin 14, or thermal devices, for example a refrigerating compartment for preserving food.

In addition, the rail vehicle 10 comprises a second auxiliary electrical device 18 for operating on a 110V low-voltage network. The second auxiliary electrical device 18 comprises, for example, a lighting and/or ventilation device for the cabin 14, or a refrigerator.

The rail vehicle 10 further comprises a power supply device 20 connected to the auxiliary electrical apparatuses 16, 17, 18. The device 20 is intended to cooperate with a power source external to the vehicle. In the illustrated embodiment, the rail vehicle 10 includes a pantograph (pantograph)22, the pantograph 22 being used to supply power to the device 20 from a catenary (not shown).

The rail vehicle 10 also includes an electronic control module 24 for controlling the device 20.

Fig. 2 is a schematic representation of several elements of the rail vehicle 10, in particular the power supply device 20.

Specifically, the apparatus 20 includes an inverter type power converter 26, a first input 28 of the inverter type power converter 26 being connected to the pantograph 22. The inverter 26 is used to supply high voltage current, in particular greater than 700V, to the engine 15 via the first output 27.

The device 20 further includes a first power storage element 30. Preferably, the first element 30 is a battery, and more preferably includes at least one lithium ion battery. Preferably, the first element 30 has a large capacity of the order of about 200 kWh.

In fact, lithium ion batteries allow for large capacity in a limited volume. They also provide longer service life than other technologies (e.g., NiCad or lead gels).

Preferably, the element 30 is used to store energy for use by non-safety related comfort devices (e.g., air conditioning systems).

The arrangement 20 further comprises a first medium voltage network 34, to which first auxiliary electrical devices 16, 17 are connected 34. The power converter 26 is used to provide medium voltage current to the first electrical grid 34 via a second output 36.

In addition, the device 20 includes a first reversible charger 38. A first reversible connection 40 and a second reversible connection 42 electrically connect the first charger 38 to the first storage element 30 and the first power grid 34, respectively. Thus, the first charger 38 is used to reversibly transfer power between the first storage element 30 and the first power grid 34.

The apparatus 20 further comprises a second low-voltage electrical network 44, to which low-voltage electrical network 44 the second auxiliary electrical device 18 is connected.

The device 20 further comprises a second electrical storage element 46, which second electrical storage element 46 comprises an output 47 connected to the second electrical network 44 for supplying power thereto. Preferably, the second element 46 is a battery, and more preferably includes at least one lithium ion battery.

Preferably, the element 46 is used to store electrical energy for safety-related devices, such as emergency lighting and/or radio, as may be required by applicable regulations.

In addition, the apparatus 20 includes a second charger 48. One input 50 of the second charger 48 is connected to the first medium voltage network 34. A first output 52 and a second output 54 of the second charger 48 are connected to the second electrical storage element 46 and the second low-voltage grid 44, respectively.

An electronic control module 24 disposed, for example, in the cage of the engine 12 is electrically connected to at least some of the aforementioned elements of the device 20, as will be discussed below. Preferably, the electronic module 24 is connected to a GSM network on the train which allows it to receive up-to-date information on the tariff of the electricity available via the catenary.

Now, a method for operating the rail vehicle 10 will be described. The electronic control module 24 is specifically equipped with a program for executing these methods.

First, we will consider a first approach, called "normal operation". In particular, the method is performed when the information received by the electronic module 24 indicates that the cost of electricity available via the catenary is below a predetermined threshold.

In a first method, the power converter 26 is powered by the catenary via the pantograph 22 and the first input 28. The power converter 26 supplies the first medium voltage network 34 and the first auxiliary electrical devices 16, 17. The first electrical grid 34 also supplies power to the second low voltage electrical grid 44 via a second charger 48 and a second output 54.

Furthermore, the first and second reversible connections 40, 42 of the first charger 38 and/or the first output 52 of the second charger 48 are configured to supply power from the first electrical grid 34 to the first and/or second elements 30, 46 when the first and/or second electrical storage elements 30, 46 are not fully charged.

Now, we will consider a second approach, called "climate control emergency operation". The second method is carried out in particular when the vehicle 10 is not movable on a section of the track that is not equipped with a catenary or is not movable after a catenary failure, in particular in an environment with severe dermatitis.

In the second method, reversible charger 38 is powered by first electrical storage element 30 via connection 40. The charger 38 supplies the first medium-voltage network 34 and the first auxiliary electrical devices 16, 17, in particular the air conditioning 17 of the cabin 14.

In fact, the power supply for the air conditioner requires a large amount of power, which the reversible charger 38 can provide.

Furthermore, in the second method described above, the second electrical network 44 is supplied with power by the second storage element 46. The second electrical grid 44 may also be partially powered by the first electrical grid 34 via the second charger 48 and its second output 54, as desired.

Now, a third method, referred to as "energy smoothing", will be considered. In particular, the third method is performed when the information received by the electronic module 24 indicates that the mains available via the catenary is charged at a peak tariff.

In a third method, the power converter 26 is powered by the catenary via the pantograph 22 and, for example, powers the engine 15. In addition, the first and second reversible connections 40, 42 of the first charger 38 are configured such that the first element 30 supplies power to the first medium voltage network 34 and the first auxiliary electrical devices 16, 17. Thus, the power drawn by the pantograph 22 is primarily dedicated to the engine 15 to reduce external power consumption of the vehicle 10.

Preferably, the electronic module 24 controls the output 36 of the converter 26 such that the first electrical grid 34 draws power primarily from the first element 30, and on a non-priority basis from the converter 26 as needed.

The first electrical grid 34 also supplies power to the second low voltage electrical grid 44 via a second charger 48 and a second output 54.

When the electricity is no longer at peak cost, the element 30 is recharged.

The fourth method is referred to as "recharging of the safety battery (element 46)" outside the charging area. This fourth method is performed in particular when the vehicle 10 is standing still, in particular at a location where there is no catenary.

In the fourth method, the engine 15 is stopped, and power is not supplied to the power converter 26. The first and second reversible connections 40, 42 of the first charger 38 are configured such that the first element 30 supplies power to the first medium voltage grid 34.

In a first variant of the fourth method, the first output 52 of the second charger 48 is configured to supply power from the first electrical network 34 to the second element 46 when the second electrical storage element 46 is not fully charged. This approach avoids providing the second element 46 with a recharging station dedicated to stationary operation.

In a second variant of the fourth method, the first electrical network 34 supplies certain of the first auxiliary electrical appliances 16, 17, for example the food compartment. The first electrical grid 34 may also supply certain devices (e.g., a refrigerator) of the second electrical grid 44 and the second auxiliary electrical device 18 via the second charger 48. This approach allows for the preservation of perishable food while the vehicle 10 is stationary, particularly in countries where the element 22 does not allow for nighttime connections.

The aforementioned methods 1-4 may be performed sequentially by a single vehicle.

Thus, the rail vehicle according to the invention is more independent when no external power source is available. Rail vehicles may also reduce operating costs by storing and restoring power based on real-time changes in tariffs.