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WO2013186005A2 - Système d'alimentation en énergie destiné à alimenter des consommateurs électriques dans des véhicules ferroviaires - Google Patents

Système d'alimentation en énergie destiné à alimenter des consommateurs électriques dans des véhicules ferroviaires Download PDF

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Publication number
WO2013186005A2
WO2013186005A2 PCT/EP2013/060119 EP2013060119W WO2013186005A2 WO 2013186005 A2 WO2013186005 A2 WO 2013186005A2 EP 2013060119 W EP2013060119 W EP 2013060119W WO 2013186005 A2 WO2013186005 A2 WO 2013186005A2
Authority
WO
WIPO (PCT)
Prior art keywords
energy
central unit
supply system
electrical
voltage
Prior art date
Application number
PCT/EP2013/060119
Other languages
German (de)
English (en)
Other versions
WO2013186005A3 (fr
Inventor
Ulrich Bolik
Martin LINNHÖFER
Original Assignee
Siemens Aktiengesellschaft
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Aktiengesellschaft filed Critical Siemens Aktiengesellschaft
Publication of WO2013186005A2 publication Critical patent/WO2013186005A2/fr
Publication of WO2013186005A3 publication Critical patent/WO2013186005A3/fr

Links

Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00—Circuit arrangements for AC mains or AC distribution networks
    • H02J3/34—Arrangements for transfer of electric power between networks of substantially different frequency
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C3/00—Electric locomotives or railcars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle

Definitions

  • the invention relates to a power supply system for supplying electrical consumers in rail vehicles with electrical energy.
  • the invention further relates to a rail vehicle with a power supply system according to the invention and to a method for supplying electrical consumers in a rail vehicle with electrical energy.
  • auxiliary power converters The power supply for electrical loads in rail vehicles is often ensured via one or more auxiliary power converters.
  • Unregulated electrical loads require a fixed-frequency alternating voltage with a constant amplitude for the power supply.
  • Regulated electrical consumers, such as compressors or fans require a variable alternating voltage, which is variable in frequency and / or amplitude, in order, among other things, to avoid high starting currents.
  • the auxiliary power converter usually first converts the input voltage into a DC voltage. In the event that the input voltage is already a DC voltage, the voltage level can be adjusted in the first step. From this applied in the so-called intermediate-circuit DC voltage of the auxiliary power converter generates a fixed-frequency by means of a drive alternating voltage with which it ungere ⁇ applies electrical loads fed and one or more variable alternating voltage for the supply of controlled electrical loads.
  • the necessary modules for the steps described above are housed in one unit.
  • the transmission of energy to consumers happens via separate cabling for the different AC voltages. Due to the partial spatial distance, a central control structure with bus systems is often used for the communication between the on-board converter and the electrical consumer in order to ensure reliable data exchange.
  • the invention has for its object to provide a pondere ⁇ ⁇ ges, easy to implement and reliable Energyver ⁇ supply system for the supply of electrical loads in rail vehicles, in which the cabling effort is low, the communication between supplying unit and electrical consumers are realized in a simple manner can.
  • an energy supply system for supplying electrical consumers in a railway vehicle, with electric energy
  • the energy ⁇ supply system Minim ⁇ least has a decentralized frequency at least one central unit and wherein the central unit at least one central processing unit input for receiving electrical energy and at least one
  • CPU output for transmitting the electric energy by means of an alternating voltage, in particular a three-phase AC voltage ⁇ to the frequency or the decentralized quency inverter (s), and wherein the distributed frequency has at least one Frequenzumrichtereingang for receiving at least portions of the of the central unit via ⁇ transmitted energy and at least one gear Frequenzumrichteraus- for delivering the electrical energy to at least one electrical load.
  • the invention is based on the realization that the cabling can in some cases significantly reduced if the auxiliary power converter supply system through an inventive energy is replaced, having at least one Primaein ⁇ uniform and at least one distributed frequency.
  • the energy supply system can extend with its components over the entire rail vehicle or remain limited to parts of the rail vehicle.
  • the central unit has the task to absorb electrical energy to this with the help of an AC voltage, in particular a three-phase AC voltage directly to unregulated electrical consumer rather or indirectly via decentralized frequency converter to regulated electrical loads, such as Kompresso ⁇ ren or fan pass.
  • the decentralized frequency is preferably near the ver ⁇ to caring electrical load. Integration into the electrical consumer is also possible.
  • the decentralized frequency converters can variably adjust the voltage amplitude and / or the frequency at the frequency converter output to the requirements of the electrical consumer.
  • the advantage of this arrangement is the elimination of the generation of additional loan, different supply voltages in a central unit such as the on-board converter and the elimination of the associated wiring to the electrical consumers for the additional, different lent supply voltages.
  • As a further advantage results in a simplification of the control architecture, because the need for control data exchange between the electrical load and the distributed frequency Because of the proximity directly via an appropriate interface ⁇ can take place location. Due to the proximity, the susceptibility is low.
  • the power supply system are the lower insulation requirements of decentralized frequency This ensures easy workability of dezentra ⁇ len converter near the electrical load or electrical equipment.
  • Another advantage of supplying the regulated electrical consumers via the decentralized frequency converter with respect to the supply with a fixed AC voltage source is the significantly lower ⁇ re impact performance that arises when switching a regulated electrical load on a fixed AC voltage source. A partially significant oversizing of the power supply to this surge power is therefore not required.
  • the transmission of the electrical energy at the output of the central unit can take place, for example, via a single-phase or three-phase AC voltage with or without a neutral conductor.
  • the central unit output for feeding at least one carriage-comprehensive or carriage-internal busbar in particular a three-phase busbar is provided.
  • the bus bar which ensures the transport of electrical energy in the shift ⁇ nen poverty, in particular the carriage engage over ⁇ de can be fed at one or more locations in the rail car from a central unit electric.
  • An already existing in the vehicle bus can gege ⁇ be appropriate, used for the transfer of energy from the central unit to the decentralized frequency inverters and / or to the electrical loads.
  • the advantage of this arrangement is that both numerous electrical consumers and decentralized frequency can be Schlos ⁇ sen in a simple and cost-effective way directly to the busbar. In the case of an already existing busbar, the expense of additional wiring is eliminated.
  • the central unit output for emitting electrical energy by means of an AC voltage with a nearly constant frequency, in particular with a standard frequency and / or with a nearly constant voltage amplitude, in particular with a standard amplitude formed.
  • standards such as an AC system with 400V / 50Hz or 480V / 60Hz can be used here. These standards have tight tolerances for the deviation from the nominal value for voltage amplitude and frequency.
  • These voltage systems are particularly suitable for the direct Ver ⁇ supply of a variety of electrical loads in rail vehicles.
  • the decentralized frequency converters and their associated electrical consumers can also be fed.
  • the input modules of the electrical loads and the input modules of the distributed frequency converters can also be constructed from standard components, resulting in a cost-effective solution.
  • the insulation requirements for the decentralized frequency inverters are also determined by the voltage system used, such as 400V or 480V, and are thus lower than in the design of an on-board converter with different voltage outputs, since quite high DC link voltages lead to higher insulation requirements. This allows easy execution of the decentralized frequency converter.
  • an existing bus bar for example, for the United ⁇ supply of sockets can be used for the power supply system and expanded. This keeps the costs for the
  • This filter device serves to increase the quality of the AC voltage, in particular by filtering harmonics.
  • the corresponding voltage can be edited so that the electrical load and / or the decentralized frequency converter does not need to be adapted to the power supply voltage and ideal ⁇ way with standard input modules identical or at least similar to when used in other power grids can be equipped.
  • the use of standards leads to a cost-effective realization of the overall system.
  • the location or locations at which the filter device (s) are placed and the sizing of the filter device depend on several factors, such as installation constraints or requirements of the electrical loads or the decentralized frequency converter.
  • FIG. 1 shows a first block diagram of a Energyversor ⁇ supply system with connected electrical
  • FIG 2 is another block diagram of a Energyversor ⁇ supply system corresponding to Figure 1 extended to tervorraumen Fil ⁇ ,
  • FIG. 4 shows a schematic diagram of a rail vehicle, with an exemplary arrangement of the components of the power supply.
  • FIG. 1 shows a power supply system 1 with connected electrical consumers 2.
  • the main components of the power supply system 1 include a central unit 3 as well as a plurality of decentralized frequency inverters 4.
  • the purpose of the central unit 3 is to receive electrical energy via its central unit input 5. This is made available to the electrical consumers 2 at the central unit output 6 both directly and indirectly via the decentralized frequency converter 4.
  • the transport of energy in this embodiment takes place via a busbar 10 with the aid of an alternating voltage, in particular a three-phase alternating voltage.
  • Particularly advantageous here is a standard voltage of 400V / 50Hz or 480V / 60Hz has been found.
  • the decentralized frequency converter 4 are preferably located in the spatial vicinity of the associated electrical consumers 2.
  • the frequency converter input 7 of the decentralized frequency converter 4 absorbs at least parts of the electrical energy which are provided at the central unit output 6, at the frequency converter output 8 to the electrical load 2 with the aid of a voltage system 11 with variable AC voltage. This is preferably done with a three-phase alternating voltage ⁇ system.
  • the branch of the electrical connection between the directly supplies electrical loads 2 and the central unit 3 is au- ßerraum the power supply system 1. Alternatively, the branching can also be done within the power supply system 1.
  • FIG 2 shows another block diagram of an energy supply system 1 according to FIG 1, extended to Filtervor ⁇ devices 9, which are located at both the central unit 6 and output to the Frequenzumrichteraus Spotifyn. 8
  • Filtervor ⁇ devices 9 serve the voltage curve of the AC voltages on the busbar 10 and in the voltage systems 11 with variable AC voltage, in particular by reducing or eliminating
  • FIG. 3 shows a further block diagram of a Energyversor ⁇ supply system 1 according to FIG 1, extended by a Redun ⁇ Dante CPU 3 and two redundant distributed Fre quency inverter ⁇ 4.
  • the advantage of this arrangement is that even if one central unit 3 and / or a decentralized frequency converter 4 fails, the supply of the electrical consumers 2 can continue to be ensured at least to a limited extent.
  • FIG. 4 shows a schematic representation of how the power supply system 1 of example 100 can be integ ⁇ tured way according to a rail vehicle.
  • the rail vehicle 100 is in this application example via a current collector 102 from an AC voltage contact wire 101 with electrical
  • a transformer 103 adjusts the voltage level of ⁇ such that the power supply system 1 can receive the electric power.
  • the primary side of the transformer 103 with the electrical potential of the contact wire 101 and the ground potential of the rail, which also rests on the wheelset 104 including wheels ver ⁇ connected.
  • On the secondary side of the transformer 103 is then a voltage available, which is fed to the central unit 3.
  • the central unit 3 then supplies the busbar 10, which in this example is designed as a cross-carriage busbar 10, with electrical energy.
  • the energy supply to the busbar 10 can also be done by other central units 3 in the rail vehicle 100, in particular in cars, which also have a current collector 102 or other energy sources.
  • the electrical consumers 21, 22 are supplied via the three-phase busbar 10.
  • the electrical consumers 2 introduced in FIGS. 1 to 3 are more precisely distinguished in the present FIG.
  • the unregulated electrical consumers 21 are supplied directly from the busbar 10 by an alternating voltage of constant amplitude and constant frequency.
  • the supply of the regulated electrical load 22 is effected by a voltage system 11 with a variable AC voltage.
  • This variable DC voltage is variable in amplitude and frequency alternating voltage. Is generated by this voltage ⁇ system 11 with a variable AC voltage by means of the decentralized drive 4 in the vicinity of the controlled elec- innovative consumer 22.
  • the energy required relates to the distributed frequency 4 here from the busbar ⁇ ne 10. From the principle of representation is clear that the power supply system 1 extends generally over the entire rail vehicle 100th
  • the contact wire 101 has a DC voltage on ⁇ , no transformer 103 is required.
  • the voltage of the contact wire 101 can then be supplied to the energy supply system 1 directly or via a suitable input circuit.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un système d'alimentation en énergie (1) destiné à alimenter des consommateurs électriques (2) dans des véhicules ferroviaires (100) en énergie électrique. L'invention concerne par ailleurs un véhicule ferroviaire (100) comprenant au moins un système d'alimentation en énergie. Un système d'alimentation en énergie (1) est destiné à alimenter des consommateurs électriques (2) dans un véhicule ferroviaire (100). Le système d'alimentation en énergie (1) comporte au moins une unité centrale (3) et au moins un convertisseur de fréquence décentralisé (4). L'unité centrale (3) comporte elle-même au moins une entrée (5) destinée à absorber une énergie électrique et au moins une sortie (6) destinée à transférer l'énergie électrique vers le ou les convertisseurs de fréquence décentralisés (4). Le transfert se produit au moyen d'une tension alternative, en particulier d'une tension alternative triphasée. Le convertisseur de fréquence décentralisé (4) comporte au moins une entrée (7) destinée à absorber au moins des parties de l'énergie transférée de l'unité centrale (3) et au moins une sortie (8) destinée à délivrer l'énergie électrique à au moins un consommateur électrique (2).
PCT/EP2013/060119 2012-06-15 2013-05-16 Système d'alimentation en énergie destiné à alimenter des consommateurs électriques dans des véhicules ferroviaires WO2013186005A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012210138.1 2012-06-15
DE102012210138A DE102012210138A1 (de) 2012-06-15 2012-06-15 Energieversorgungssystem zur Versorgung von elektrischen Verbrauchern in Schienenfahrzeugen

Publications (2)

Publication Number Publication Date
WO2013186005A2 true WO2013186005A2 (fr) 2013-12-19
WO2013186005A3 WO2013186005A3 (fr) 2014-02-06

Family

ID=48468288

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2013/060119 WO2013186005A2 (fr) 2012-06-15 2013-05-16 Système d'alimentation en énergie destiné à alimenter des consommateurs électriques dans des véhicules ferroviaires

Country Status (2)

Country Link
DE (1) DE102012210138A1 (fr)
WO (1) WO2013186005A2 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2966764A1 (fr) * 2014-07-11 2016-01-13 Erwin Reisinger Alimentation en énergie décentralisée
EP3300982A1 (fr) * 2016-09-29 2018-04-04 Siemens Aktiengesellschaft Système d'alimentation en énergie d'un véhicule sur rail

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3347746A1 (de) * 1983-12-31 1985-07-11 Licentia Patent-Verwaltungs-Gmbh, 6000 Frankfurt Anordnung zur versorgung von teilbordnetzen auf triebfahrzeugen elektrischer bahnen
DE4447446B4 (de) * 1994-12-28 2005-05-04 Bombardier Transportation Gmbh Schaltungsanordnung für die Bordnetzversorgung eines Schienenfahrzeuges
DE19653182A1 (de) * 1996-12-20 1998-06-25 Siemens Ag Antriebseinrichtung für Walzgerüste
US6798159B1 (en) * 2003-04-14 2004-09-28 Carrier Corporation VSD control

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2966764A1 (fr) * 2014-07-11 2016-01-13 Erwin Reisinger Alimentation en énergie décentralisée
EP3300982A1 (fr) * 2016-09-29 2018-04-04 Siemens Aktiengesellschaft Système d'alimentation en énergie d'un véhicule sur rail
WO2018059826A1 (fr) * 2016-09-29 2018-04-05 Siemens Aktiengesellschaft Système d'alimentation en énergie d'un véhicule ferroviaire

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Publication number Publication date
DE102012210138A1 (de) 2013-12-19
WO2013186005A3 (fr) 2014-02-06

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