DE102013013640A1 - Flywheel accumulator for rail vehicles - Google Patents

Abstract

A flywheel storage system for a rail vehicle includes a braking resistor (2) for converting energy present and / or generated in the rail vehicle (1) into heat, and a flywheel storage device (3) for storing energy in the rail vehicle (1), the braking resistor (3). 2) and the flywheel storage (3) during operation of the rail vehicle (1) are functionally cooperating combined so that the braking resistor (2) during operation of the rail vehicle (1) occurring, short-term power peaks smoothes, and / or on certain driving sections of the Rail vehicle (1) traveled route then at least partially converts a high braking power into heat when a maximum power of an engine of the flywheel accumulator (3) is exceeded, and / or the braking resistor (2) for a regenerative braking of the engine of the flywheel accumulator (3) is arranged.

Description

The invention relates to a flywheel storage for rail vehicles, and more particularly relates to a flywheel storage system for a rail vehicle, in which a braking resistor and a flywheel storage are combined cooperatively.

State of the art

Brake systems currently used for service braking on electrically powered rail vehicles are essentially a mechanical friction brake and an electrodynamic brake.

The mechanical friction brake is usually designed as a pneumatically or hydraulically operated brake with brake discs or as a pad brake directly on the wheels of the rail vehicle. In a braking operation, the braking power is converted directly into heat by the friction between brake pad and brake disc or wheel.

In the electrodynamic brake traction motors are used as generators for braking and feed back the resulting energy back into a DC bus of the rail vehicle. Preferably, this energy is fed back as so-called regenerative braking energy back into a contact wire or a catenary and / or a busbar.

However, such feedback is only possible if nearby trains accelerate or arranged in a substation inverters are able to feed the energy back into the public grid.

A disadvantage of the feedback in the contact wire is caused by the resistance of the contact wire line loss, which reduces the overall efficiency of the regenerative energy use.

If, for at least one of the above reasons, the electricity can not be regeneratively used, this current must be converted into heat in a braking resistor (brake rheostat) of the rail vehicle or train (rheostatic brake). Braking resistors are also used to limit overvoltages in a traction link.

In order to reuse the recuperated energy, for example, in a next acceleration process, for secondary consumers or on routes without contact wire, the stream can be cached in energy storage.

Train train manufacturers have already been able to show that the braking energy can be temporarily stored locally and, for example, used to accelerate the train. The storage technologies used were mainly supercapacitors, flywheels and batteries.

Flywheel storage is a method of mechanical energy storage in which a flywheel, also referred to as a rotor, accelerates to a very high speed and thus stores the energy as rotational energy. The energy is recovered by slowing down the rotor.

To charge the memory, the flywheel is set in motion, for example by means of an electric motor. A high speed corresponds to a high rotational energy. By means of a connected generator, this energy can be converted back into electrical energy when needed. The flywheel releases its kinetic energy to the engine. The voltage induced by the motor rotation represents the recovery of the energy.

However, if arranged in a vehicle and thus entrained flywheel storage designed for each stretch of a train, both the flywheel itself and its engine would have to be very large and therefore difficult to display. In particular, on longer slopes would also require one or more flywheel storage with very high capacity or total capacity.

Another problem is that a flywheel accumulator can only be charged with low power in a low-speed range, but the train provides the highest electro-dynamic braking power at that time, and vice versa. If the entire braking energy to be stored in the flywheel, therefore, the engine must be very large dimensions.

In addition, if a monitoring system of the flywheel accumulator detects a malfunction, the flywheel must be braked to its standstill. For this purpose, for example, a mechanical brake and / or the engine of the flywheel can be used. If the engine of the flywheel is used for braking, the energy must be dissipated in some form. It is generally known, for example, to convert braking energy into heat via a braking resistor when flywheel storage and / or battery (s) are fully charged.

The invention is based on this background as an object to combine in rail vehicles a flywheel storage so with a braking resistor that a flywheel and a motor of the flywheel storage can be made smaller and cheaper cost.

In addition, the combination according to the invention should be designed so that only one braking resistor is needed.

This object is achieved by a flywheel storage system with the features specified in claim 1. Advantageous developments of the invention are the subject of the appended subclaims.

Disclosure of the invention

The invention provides for a basic idea to combine a flywheel storage with a braking resistor so that one and the same braking resistor for both power peaks and overcapacities and for braking the flywheel on the flywheel motor (eg., In case of emergency shutdown) is available. The capacity of the store is not designed for a maximum amount of energy on a particular stretch of road (eg a downgrade) but, for example, only for an amount of energy between an average and a maximum feed-in power. Other power in this case can ideally be consumed by auxiliary consumers, serve to charge a battery, or alternatively be converted into heat via the braking resistor. In that regard, the engine of the flywheel storage is designed only up to a certain maximum power. Short-term power peaks continue to be conducted via a (smaller) braking resistor. In addition, an adaptation of a usable speed range is provided as a function of application parameters, which allow an adaptation according to a type of rail vehicle, a deployment profile of the same or a current section.

More specifically, the object is achieved by a flywheel storage system for a rail vehicle, characterized by a braking resistor for converting existing and / or generated energy in the rail vehicle into heat, and a flywheel storage for storing energy in the rail vehicle, wherein the braking resistor and the flywheel accumulator is functionally cooperatively combined during operation of the rail vehicle such that the braking resistor smooths short-term power peaks occurring during operation of the rail vehicle, and / or then at least partially converts an initially high braking power to heat on certain sections of a track traveled by the rail vehicle a maximum power of an engine of the flywheel storage is exceeded, and / or the braking resistor for a regenerative braking of the engine of the flywheel storage is arranged.

The invention thus offers advantages in that both the flywheel and the engine can be made smaller and lighter and, among other things, cost advantages can be achieved. In addition, only a braking resistor is needed with which both power peaks of the electrodynamic brake can be dissipated and the flywheel can be braked.

Preferably, it is provided in the flywheel storage system for a rail vehicle that a speed range of the flywheel storage used in the operation of the rail vehicle is variably determined depending on the requirements occurring during operation of the rail vehicle.

This advantageously makes it possible to adapt the rotational speed range of the flywheel accumulator to given properties of sections and / or sections, and to adapt or optimize a distribution of energy dissipated via the braking resistor and of energy stored in the flywheel accumulator.

Further preferably, in the flywheel storage system for a rail vehicle, the speed range used in operation is varied as a function of route data of a track traveled by the rail vehicle, the maximum speed on the track and / or a set acceleration.

Changing parameters as a function of such parameters is particularly advantageous in terms of adapting the system.

It is further preferred in the case of the flywheel storage system for a rail vehicle that the speed range used in operation depend on a route section, at least one speed on the route section, at least one acceleration on the route section, at least one gradient and / or a gradient on the route section, and / or a length of the route section and / or at least a planned travel time is varied.

The variation of parameters depending on such parameters is also particularly advantageous in terms of adapting the system.

It is also preferably provided in the flywheel storage system that the speed range used in operation determines a speed range of the engine of the flywheel storage such that outside the speed range of the braking resistor excess energy that forms part of energy to be stored in the rail vehicle and can not be absorbed by the flywheel storage , converts to heat, and within the speed range of the flywheel accumulator receives the entire energy to be stored in the rail vehicle and not otherwise consumed.

The determination of the speed range used in the operation in such a way, it is advantageous to direct the energy that can be passed into the flywheel storage in this, at the same time to supply ancillaries and other consumers from the amount of energy generated, and only then the remaining amount of residual energy over to convert the braking resistor into heat. This ensures that the lowest possible amount of energy has to be converted into heat.

Also preferably, in the flywheel storage system for a rail vehicle is provided that a capacity of the flywheel storage is designed for an amount of energy between an average feed and a maximum feed power and generated power is provided to other consumers in the rail vehicle and / or converted via the braking resistor into heat becomes.

It is also preferred in the flywheel storage system for rail vehicles that the engine of the flywheel store be designed for a predetermined maximum power that is less than a total power to be processed, and any power peaks occurring above the predetermined maximum power are dissipated via the braking resistor.

This advantageously makes it possible to dimension the braking resistor and the flywheel storage device in an optimized, small and easy manner, taking into account the respective requirements of, for example, the route, the section of track and the rail vehicle.

A preferred application of the flywheel storage system according to the invention are also steady driving downhill.

Preferably, in all of this, the rail vehicle has an electrodynamic braking system, and the rail vehicle is an electrically powered rail vehicle.

drawing

The invention will be described below with reference to an embodiment with reference to the accompanying drawings. Show it:

1 simplifies a rail vehicle having a flywheel accumulator and brake resistor combination that form the flywheel accumulator for rail vehicles according to one embodiment; and

2A and 2 B respectively schematic diagrams, the characteristics or power-speed and power-time characteristics of the combination according to the in 1 represent embodiment shown.

Description of a preferred embodiment of the invention

To 1 In one embodiment of the flywheel accumulator for rail vehicles has an electrically powered rail vehicle 1 a braking resistor 2 and a flywheel storage 3 that work together in combination. Structure, arrangement and position of the braking resistor 2 and the flywheel storage 3 in the rail vehicle are not limited insofar as long as the features of the invention can be displayed. Other elements and components usually for an operational or in an operational rail vehicle 1 are to be provided, but are not directly related to the invention are in 1 not shown or specified for reasons of simplification.

For an electrically driven flywheel flywheel 3 Often, a (not shown) synchronous motor is used, the frequency and Polradspannung must be regulated to match the speed. To protect the motor and an associated inverter (not shown), the maximum current is limited. At low speeds, the flywheel can thus be charged only with low rotor voltage and consequently with low power. In order to limit the charging time during operation and to operate the flywheel from the beginning with a correspondingly high power, therefore, only a specific speed range, for example a section of 50% to 100% of an available speed range, is used predominantly.

2A shows a relationship between the power of the engine of the flywheel and the speed. The power of the motor is plotted along the ordinate, and the speed along the abscissa. In one accepted simplified case, the power of the flywheel motor increases linearly with increasing speed. An exemplarily used speed range is in 2A indicated as a double arrow marked area between two vertical broken lines.

Different electrically powered rail vehicles, such as locomotives, trains and railcars, each have, for example, different weights, drive power and speeds, resulting in different requirements. Furthermore, one and the same rail vehicle can make different demands on the power and capacity of an energy store on different routes or sections.

For example, one and the same rail vehicle may have a maximum speed of 50 km / h on a first track or a first track section and a maximum speed of 70 km / h on a second track or a second track section. As a result, the total braking energy increases on the second stretch and the duration of a braking and / or acceleration process increases at a constant (negative) acceleration. For longer descents, for example, over a longer period of time a larger amount of energy could be delivered with less braking power. In such cases, d. H. With changing amounts of energy, it is intended to vary the width of the actually used speed range also. In the aforementioned cases, it is provided in particular to expand the speed range used and thus to transfer more energy into the flywheel storage. In reverse cases, such as those with shorter acceleration and / or braking cycles with high traction or braking power, it is then provided to limit the used speed range or useful speed range of the same memory to the upper speed range.

2 B shows a relationship between the power of the engine of the flywheel, the performance of the electrodynamic brake of the rail vehicle 1 , and the time during braking of the rail vehicle 1 , The power of the motor and the power of the electrodynamic brake are plotted along the ordinate, and the time along the abscissa. In an assumed simplified case, the power of the flywheel motor increases linearly with time, and the power of the electrodynamic brake is approximately constant in a first period of time and decreases linearly at a certain point in time.

A speed range used in operation is in 2A exemplified as indicated by a double arrow area between two vertical broken lines.

A hatched area in 2 B indicates a region of surplus power or surplus energy in which the electrodynamic brake delivers more energy than the flywheel storage 3 can record.

In other words, in the hatched area, the electrodynamic brake provides an initially high braking power that exceeds the maximum power of the engine of the flywheel storage.

This initial high braking power or excess power is according to the embodiment, at least on certain driving sections, by the braking resistor 2 converted into heat and thereby dissipated. In addition, the braking resistor 2 According to the exemplary embodiment, it is intended to smooth short-term power peaks (such as, for example, but not limited to, the excess power of the electrodynamic brake on just such travel sections). In addition, the braking resistor is used 2 for regenerative braking of the flywheel of the flywheel storage 3 in for example an emergency stop case (emergency shutdown) or for a quick stop of the flywheel, in which the engine of the flywheel is switched to the generator mode and then the braking energy generated by it via the braking resistor 2 is dissipated.

With time progressing during the braking process, the power generated by the electrodynamic brake becomes equal to the maximum possible power consumption of the flywheel accumulator 3 (Intersection in 2 B ), and then drops below the maximum possible power consumption, so that the entire, available from the electrodynamic brake for storage braking power in the flywheel storage 3 can be directed.

Since the energy is outside the hatched area in 2 B at any time the flywheel storage 3 can be supplied and excess power over the flywheel with the memory 3 combined, ie cooperating, braking resistor 2 is converted into heat and thereby can be discharged harmless, it is not necessary, the braking resistor 2 and / or the flywheel storage 3 for each possible maximum occurring power interpreted. They can therefore be made smaller, lighter and overall more cost effective.

The actual area where the removal of excess energy from the braking resistor 2 is adopted, is determined by the variation of the speed range of the flywheel motor used in the operation or at least co-determined. In other words, this variation at least determines the point of intersection, at which a change between a supply of energy and power to the flywheel storage 3 with the application of the braking resistor 2 and a supply of energy only to the flywheel storage 3 without applying the braking resistor 2 he follows. In that regard, due to the mutual parameterization (the performance of the braking resistor 2 on the one hand influences the available variation width of the used speed range, and conversely, given a given nominal variation width, specifications for the design of the braking resistor arise 2 ) a representable and / or application specific design can be easily determined.

Depending on the respective requirements during operation, it is possible, for example, to use the speed range used in operation as a function of route data, a maximum speed on a route, and / or a required acceleration and / or deceleration on the route, and / or depending on one subsequent line segment, one or more speeds on the link, accelerations and / or decelerations on the link, slopes and / or gradients on the link, and / or a length of a link and scheduled travel times to vary.

The invention has been described above with reference to a preferred embodiment in detail. It is not subject to any restrictions with regard to the physical shape or design and the actual type of electrically powered rail vehicle 1 and its and / or parts thereof, as long as the essential features and functions according to the invention can be displayed. It is understood that the combination of a flywheel accumulator and a braking resistor according to the embodiment, both an integrative combination, ie a flywheel storage braking resistor, in which the flywheel storage and braking resistor functionally cooperating and spatially or spatially united in terms of integrated, as Also includes a separate provision of the braking resistor and the flywheel accumulator with corresponding functionally cooperative circuit design. Installation location and mounting position in the rail vehicle are not limited in this context. Likewise, there is no restriction to electrically powered rail vehicles. The invention is also applicable to rail vehicles with different drive and electrodynamic brake or brake system (electrodynamically braked drive wheels). Similar and equivalent modifications and equivalents will be apparent to those skilled in the art from the above description immediately and without inventive step.

Thus, a flywheel storage system for a rail vehicle has been described above, characterized by a braking resistor 2 for the conversion of in the rail vehicle 1 existing and / or generated energy in heat; and a flywheel storage 3 for storing energy in the rail vehicle 1 , where the braking resistor 2 and the flywheel storage 3 during operation of the rail vehicle 1 are functionally cooperatively combined in such a way that the braking resistance 2 during operation of the rail vehicle 1 occurring, short-term power peaks smoothes, and / or on certain driving sections of the rail vehicle 1 then an initially high braking power then at least partially converts to heat when maximum power of an engine of the flywheel storage 3 is exceeded, and / or the braking resistor 2 for a regenerative braking of the engine of the flywheel storage 3 is arranged.

Claims (9)

Flywheel storage system for a rail vehicle, characterized by: a braking resistor ( 2 ) for conversion in the rail vehicle ( 1 ) existing and / or generated energy into heat; and a flywheel storage ( 3 ) for storing energy in the rail vehicle ( 1 ), where the braking resistor ( 2 ) and the flywheel storage ( 3 ) during operation of the rail vehicle ( 1 ) are functionally cooperatively combined in such a way that the braking resistor ( 2 ) during operation of the rail vehicle ( 1 ), short-term power peaks smoothes, and / or on certain sections of a railway vehicle ( 1 ) traveled initially converts an initially high braking power at least partially into heat when a maximum power of an engine of the flywheel storage ( 3 ) is exceeded, and / or the braking resistor ( 2 ) for a regenerative braking of the engine of the flywheel storage ( 3 ) is arranged. A flywheel storage system for a rail vehicle according to claim 1, characterized in that during operation of the rail vehicle ( 1 ) used speed range of the flywheel storage ( 3 ) depending on the operation of the Railway vehicle ( 1 ) occurring requirements is variably defined. Flywheel storage system for a rail vehicle according to claim 2, characterized in that the speed range used in operation in dependence on track data of one of the rail vehicle ( 1 ) traveled route, the maximum speed on the track and / or a target acceleration is varied. Flywheel storage system for a rail vehicle according to claim 2 or 3, characterized in that the speed range used in operation in dependence on a section, at least one speed on the section, at least one acceleration on the section, at least one slope and / or a slope on the section , and / or a length of the route section and / or at least a planned travel time is varied. Flywheel storage system for a rail vehicle according to one of claims 2 to 4, characterized in that the speed range used in the operation of a speed range of the engine of the flywheel storage ( 3 ) so determined that outside the speed range of the braking resistor ( 2 ) Surplus energy that is a part of in the rail vehicle ( 1 ) forms energy to be stored and not from the flywheel storage ( 3 ), is converted into heat, and within the speed range of the flywheel storage ( 3 ) the whole in the rail vehicle ( 1 ) absorbs energy not consumed elsewhere. Flywheel storage system for a rail vehicle according to one of the preceding claims, characterized in that a capacity of the flywheel storage ( 3 ) is designed for an amount of energy between an average feed-in power and a maximum feed-in power, and generated additional power to other consumers in the rail vehicle ( 1 ) and / or via the braking resistor ( 2 ) is converted into heat. Flywheel accumulator system for a rail vehicle according to one of the preceding claims, characterized in that the engine of the flywheel accumulator ( 3 ) is designed for a predetermined maximum power, which is smaller than a possible total power to be processed, and occurring power peaks above the predetermined maximum power via the braking resistor ( 2 ) be derived. Flywheel storage system for a rail vehicle according to one of the preceding claims, characterized in that the rail vehicle ( 1 ) has an electrodynamic braking system. Flywheel storage system for a rail vehicle according to one of the preceding claims, characterized in that the rail vehicle ( 1 ) is an electrically powered rail vehicle.

Images