DE102018124887A1 - Drive device for a manual transmission-less rail vehicle with an internal combustion engine, a rail vehicle provided therewith and an operating method for such a drive device - Google Patents

Abstract

The invention relates to a drive device (10) for a rail vehicle (50) without a manual transmission, comprising at least one first drive train (12a) with an internal combustion engine (14), at least one first electrical machine (18) that can be connected to it via a first clutch (16) Output shaft (22) that can be connected to the first electrical machine (18) via a second coupling (20), at least one second drive train (12b) with at least one second electrical machine (30) that is connected to at least one drive axis (36) an energy storage unit (40) which can be connected to the electrical machines (18, 30) for receiving or delivering electrical energy and a control unit (44) which controls the at least one internal combustion engine (14), the electrical machines (18, 30) which Controls clutches (16, 20) and the energy storage unit (40). The invention further relates to a rail vehicle provided with such a drive device (10) and to an operating method for such a drive device. A structural simplification is achieved which makes it possible to replace a manual transmission and a start-up clutch by two clutches which are not used for starting, and which can thus be made considerably simpler and more compact.

Description

The invention relates to a drive device for a manual transmission-less rail vehicle, a corresponding rail vehicle and an operating method for a rail vehicle provided with such a drive device.

Until now, diesel-mechanical and diesel-electric multiple units have predominantly not had any hybrid drive in the railway system. The series hybrid and parallel hybrid technology, which is widespread in the automotive sector, can also be implemented in rail vehicles. An essential difference between motor vehicles and rail vehicles is the low coefficient of friction between wheel and rail. This requires that the traction must be distributed over as many axles as possible in order to achieve the desired acceleration. Furthermore, the significantly higher vehicle mass when starting off causes a high load on the clutches in a parallel hybrid configuration, which requires complex clutch configurations such as hydraulic approach transducers.

Series hybrid vehicles can accelerate very well thanks to the directly available maximum motor torque of the electrical machine. However, this configuration entails high investment costs, weight and installation space because some components have to be carried out twice, in particular the generator and its converter. Losses due to the necessary energy conversion also occur at all operating points.

From the US 2014/0228168 A1 , US 2012/0077632 A1 respectively. US 2016/0347164 A1 configuration for motor vehicles are known, which are characterized by the simple integration in the vehicle, as well as the possibility of starting purely electrically. To start with an empty battery, a clutch for starting and a manual transmission are required.

Especially when converting existing diesel-mechanical or diesel-electric multiple units to hybrid technology, there is often only a very limited installation space and a limited mass budget available, in which case a battery with a not inconsiderable volume and large mass must be accommodated, so that the remaining installation space and the possible increase in mass for the remaining components is even more limited.

The object of the invention is to provide a drive device for a rail vehicle which, despite the omission of assemblies previously considered indispensable, enables a comprehensive hybrid drive and has a very compact and lightweight construction.

The invention results from the features of the independent claims. Advantageous further developments and refinements are the subject of the dependent claims. Further features, possible applications and advantages of the invention result from the following description and the explanation of exemplary embodiments of the invention, which are shown in the figures.

• - mindestens einen ersten Antriebsstrang mit einer Verbrennungskraftmaschine, mindestens einer damit über eine erste Kupplung verbindbare erste elektrische Maschine, sowie einer über eine zweite Kupplung mit der ersten elektrischen Maschine verbindbare Abtriebswelle,
• - ferner mindestens einen zweiten Antriebsstrang mit mindestens einer zweiten elektrischen Maschine, die mit mindestens einer Antriebsachse verbunden ist,
• - mindestens eine Energiespeichereinheit, die mit den elektrischen Maschinen zur Aufnahme oder Abgabe elektrischer Energie verbindbar ist,
• - eine Kontrolleinheit, welche die Verbrennungskraftmaschine, die elektrischen Maschinen, die Kupplungen sowie die Energiespeichereinheit steuert.

The object is achieved by a drive device for a rail vehicle without a manual gearbox, comprising

• at least a first drive train with an internal combustion engine, at least one first electrical machine that can be connected to it via a first clutch, and an output shaft that can be connected to the first electrical machine via a second clutch,
• furthermore at least one second drive train with at least one second electrical machine which is connected to at least one drive axle,
• at least one energy storage unit which can be connected to the electrical machines for receiving or delivering electrical energy,
• - A control unit that controls the internal combustion engine, the electrical machines, the clutches and the energy storage unit.

The combination of features according to the invention achieves a structural simplification which makes it possible to replace a manual transmission and a starting clutch by two clutches which are not used for starting, and which can thus be made considerably simpler and more compact. This makes it possible to dispense with the manual transmission and an approach clutch previously considered necessary in internal combustion engines, and thus to make the drive device structurally simpler and space-saving. In this way, the space and mass required for retrofitting a battery can be made available, particularly when converting conventional diesel-mechanical or diesel-electric multiple units.

According to an advantageous development of the invention, the output shaft is connected to at least one wheel set via a bevel gear. The energy generated by the first drive train is thus transmitted to at least one pair of wheels. It is advantageously also possible to have several pairs of wheels, in particular those in a bogie are summarized to drive in order to distribute the existing torque over several wheels.

According to an advantageous development of the invention, at least one transmission with a fixed transmission ratio is arranged in the first drive train. Such a transmission requires little space and can be installed in many places in the drive train, for example directly on the internal combustion engine or behind the output shaft.

According to an advantageous development, the first drive train comprises a reversing gear in order to be able to use the internal combustion engine for forward and backward travel. Alternatively, the reversing gear can be dispensed with if the reverse drive can be carried out by means of the electrical machines.

According to an advantageous development, the internal combustion engine comprises a starter motor. Although such an arrangement is rather trivial, the starter motor can alternatively be dispensed with and the electrical machine arranged in the first drive train can be used to start the internal combustion engine.

According to an advantageous development, the clutches are designed as shift clutches, preferably as dry multi-plate clutches, which enable a very compact and structurally simple arrangement.

According to an advantageous further development, the control unit comprises a map storage device in which at least one engine map of the internal combustion engine is stored with relations between speed, output torque and a further variable. According to a preferred development, this variable is the emission of pollutants or an essential component thereof such as NO _x . Alternatively, this quantity is the fuel consumption. According to a further advantageous development, the characteristic diagram can also include a further dimension and in particular contain both the pollutant emissions and the fuel consumption, so that an operating point can be determined which represents a compromise between the two requirements for low pollutant emissions and fuel consumption.

According to an advantageous development of the invention, this comprises an energy feed device for supplying electrical energy from an external energy source. The energy feed device can in particular be designed as a current collector, which can be brought into electrical connection with a busbar or overhead line. Then either the internal combustion engine can be switched off and driven by means of the electrical machines, or the energy storage unit can be charged in this way.

An embodiment of the invention provides to provide a rail vehicle that has a drive device according to one of the above. Training includes. It is preferably possible to provide a first and a second drive train in a simple embodiment. Alternatively, two first drive trains, that is to say with two internal combustion engines, can be provided, especially in a symmetrical railcar at the very front and rear. Alternatively or additionally, a plurality of second drive trains can be provided, in particular if electrical machines are attached directly to the wheels.

The invention further comprises an operating method for a drive device as described above for starting the rail vehicle until a target speed is reached, the first clutch being disengaged and the electrical machines being controlled by the control unit for generating torques for the purpose of accelerating the rail vehicle.
When a threshold speed is reached by means of the electric drive, the internal combustion engine is started either by means of a starter motor and then, preferably at largely the same speed, the first clutch is engaged on both sides. Alternatively, if there is no starter motor, the first clutch is engaged when the threshold speed is reached on the output shaft and the internal combustion engine is started and started. The control unit then controls the internal combustion engine and the electrical machines until a target speed is reached.

In this way, such a rail vehicle can be started without the need for a manual transmission.

According to an advantageous development, the control unit controls the at least one internal combustion engine on the basis of a stored map so that there is a map minimum for the current engine speed. In this way, the acceleration process can be carried out either with the lowest possible pollutant emissions or the lowest possible fuel consumption, which is particularly advantageous in the case of rail vehicles with frequent stops such as S-Bahn trains or the like.

Of course, it is provided in the context of the invention that during braking operations, if possible, this is done by connecting the electrical ones Machines are used as generators in order to recover as much kinetic energy as possible.

The invention further comprises an operating method for a drive device as described above for moving the rail vehicle at a target speed, the first and second clutches being in engagement, the control unit controlling the at least one internal combustion engine on the basis of a stored characteristic map to an operating point at which there is a map minimum for an engine speed predetermined by the drive train for the target speed.

The electrical machines are switched by the control unit as electric motors in order to provide an additional torque on output shafts if the torque generated by the at least one internal combustion engine is not sufficient to achieve the target speed. Alternatively, the control unit switches at least one electrical machine as a generator in order to branch off torque and to store it in the energy storage unit if the torque generated by the at least one internal combustion engine exceeds the torque required for the target speed.

This enables a journey at constant speed with operation that is optimized for consumption or pollutants.

According to an advantageous further development, the control unit determines the state of charge of the energy storage unit during operation of at least one of the electrical machines as a generator and, depending on the state of charge, the operating point of the internal combustion engine is adjusted to generate more torque and thus charging current for the energy storage unit.

In this way, the energy storage unit can be charged if its state of charge is too low by adjusting the operating point of the internal combustion engine along the set minimum map, that is to say giving gas and converting the excess torque generated into electrical energy via the directly connected electrical machine connected as a generator.

According to an advantageous development, the internal combustion engine is temporarily operated at an operating point that is optimal for regeneration of an existing exhaust gas treatment unit, the energy generated in this way being mechanically provided to the output shaft and / or to the electrical machine, depending on the operating situation. In this way, an exhaust gas treatment unit can be regenerated during normal driving with consumption-optimized or pollutant-optimized operation.

The invention further comprises an operating method for a drive device as described above for moving the rail vehicle at a target speed, the first clutch being in engagement and the second clutch being out of engagement, which drives at least one internal combustion engine the generator-controlled first electric machine for generating electrical energy, the at least one second electrical machine is switched as an electric motor, by means of which the rail vehicle is operated at the target speed.

Depending on the state of charge of the energy storage unit, the control unit controls the at least one internal combustion engine in such a way that more, the same or less than the electrical energy required for driving is generated and possibly stored in or taken from the energy storage unit, the internal combustion engine being controlled by the control unit is controlled on the basis of a stored map into an operating point at which there is a map minimum for the energy withdrawn.

In this case, the operation with the generation of exactly the energy required for the driving operation can be used especially in a case when the energy storage unit is defective.

Further advantages, features and details emerge from the following description, in which - if necessary with reference to the drawings - at least one exemplary embodiment is described in detail. Identical, similar and / or functionally identical parts are provided with the same reference symbols.

• 1: eine schematische Darstellung einer ersten Ausführung einer Antriebsvorrichtung gemäß der vorliegenden Erfindung,
• 2: ein Kennfeld für eine Verbrennungskraftmaschine,
• 3: eine schematische Darstellung eines Schienenfahrzeugs,
• 4: ein Blockdiagramm eines Verfahrens zum Anfahren eines Schienenfahrzeugs,
• 5: ein Blockdiagramm eines Verfahrens zum Bewegen des Schienenfahrzeugs.

Show it:

• 1 : a schematic representation of a first embodiment of a drive device according to the present invention,
• 2nd : a map for an internal combustion engine,
• 3rd : a schematic representation of a rail vehicle,
• 4th a block diagram of a method for starting a rail vehicle,
• 5 : a block diagram of a method for moving the rail vehicle.

The drive device 10th includes according to 1 two drivetrains 12a , 12b , with the first drive train 12a a Internal combustion engine 14 , a first clutch 16 , a first electric machine 18th , a second clutch 20th and a first output shaft 22 includes. The output shaft 22 is with a first bevel gear 24th connected that via a wheel axle 26 two first wheels 28a , 28b drives. The pair of wheels 28a , 28b stands on rails, not shown. Alternatively to that in 1 shown embodiment can the first output shaft 22 can also be coupled with a second set, not shown, of bevel gear, wheel axle and pair of wheels, in particular if the two sets of wheels are combined in a normal bogie or Jakobs bogie. Typically the first electric machine knows 18th a through shaft for connection to the two clutches 16 , 20th on. Alternatively, it is also possible to use the electrical machine 18th via a gearbox or otherwise using the two clutches 16 , 20th engaging connecting shaft.

The second drive train 12b is purely electrical and includes a second electrical machine 30th which in a version via a second output shaft 32 , a second bevel gear 34 , a second wheel axle 36 with second wheels 38a , 38b is coupled. Alternatively, the second electrical machine 30th also directly with the wheel axle 36 be connected. In an alternative embodiment, two or more second drive trains can 12b are provided, each with a second electrical machine 30th directly on one of the second or further wheels 38a , 38b is appropriate.

The two electrical machines 18th , 30th are with an electrical energy storage unit 40 , typically connected to a high-voltage battery, either to draw electrical energy from this when the respective electrical machine 18th , 30th is operated as an electric motor or to supply electrical energy when the respective electrical machine 18th , 30th is operated as a generator.

The regulation of all components of the drive device 10th takes place via a control unit 42 which is a map storage device 44 includes, in the at least one map of the internal combustion engine 14 is saved.

The internal combustion engine 14 preferably comprises a starter motor 46 . At the internal combustion engine 14 it is preferably a diesel engine.

In 2nd is a in the map storage device 44 stored map with the specific pollutant emissions as a further variable for an internal combustion engine designed as a diesel engine 14 shown, which contains the speed as the abscissa and the torque as the ordinate. Various specific pollutant emissions values (mostly in g / kWh) are marked with 47. The path with minimum specific pollutant emissions is marked with 48, the path with maximum output power with 49. This makes it possible to combine the pollutant and energy-optimal condition of all drive machines in order to set the best operating point. It can preferably be used for each drive unit 14 , 18th , 30th as well as for every energy storage 40 a map should be available. The maps are determined beforehand by tests. The characteristic diagrams consider not only the energetic state of the drive machines, but also the absolute pollutant emissions (eg NOx) for internal combustion engines. According to a further development, these characteristic diagrams can be dependent on the current operating state (eg engine temperature) and also environmental variables (eg ambient temperature).

In 3rd is a schematic representation of a preferred embodiment of a rail vehicle 50 shown that several axis units 52 comprises, which each comprise two wheel axles as bogies. The drive device installed therein comprises a first drive train 12a and a second powertrain 12b . There is also an energy storage unit 40 provided with both drivetrains 12a , 12b via a pipe system 54 connected is. An energy feeder 56 for feeding electrical energy from an overhead line, not shown, is also with the line system 54 connected. A fuel tank 58 serves to supply energy in the first drive train 12a arranged internal combustion engine 14 .

In addition to the electrical machines as components of the drive trains 12a , 12b includes the rail vehicle 50 other secondary consumers 60 , in particular lighting, air conditioning and other electrical consumers. A parent 62 , especially a train driver, gives a command signal to the control unit 42 which the internal combustion engine 14 and the electrical machines 18th , 30th ( 1 ) control so that together a given command signal is fulfilled. The energy storage unit is also preferred 40 kept between two thresholds.

In 4th is a method for starting a rail vehicle 50 with the drive device 10th shown. In the initial state 70 is the rail vehicle 50 at rest, the first clutch 16 is out of engagement and the internal combustion engine 14 is at a standstill.

In step 72 become the electrical machines 18th , 30th from the control unit 42 to generate torques for the purpose of acceleration of the rail vehicle 50 controlled, the rail vehicle 50 accelerated by the electrical machines switched as electric motors 18th , 30th generated torque.

In step 74 becomes a threshold speed on the output shaft 22 reached at which the internal combustion engine 14 runs in idle state. This is done by means of the starter motor 46 started and then in step 76 the first clutch 16 engaged.

In step 78 are from the control unit 42 the internal combustion engine 14 as well as the electrical machines 18th , 30th controlled further until a target speed is reached. The internal combustion engine 14 is from the control unit 42 controlled so that due to the in the map memory device 44 stored map of the internal combustion engine 14 is operated as possible along a minimum map.

In 5 is a method of moving the rail vehicle 50 displayed at a target speed, being from the control unit 42 in one step 80 the state of charge of the energy storage unit 40 is determined. Will be in one step 82 found that an upper limit state of charge of the energy storage unit 40 is exceeded in one step 84 the first clutch 16 disengaged and the internal combustion engine 14 switched off. The drive power for the rail vehicle 50 is then replaced by the control unit 42 at least two electrical machines connected as electric motors 18th , 30th generated. Will be in one step 86 found that a lower limit state of charge in the energy storage unit 40 is undershot, so in step 88 the internal combustion engine 14 started and the electrical machine 18th switched as a generator. The steps 80 to 88 are repeated when 88 is reached.

Although the invention has been illustrated and explained in detail by means of preferred exemplary embodiments, the invention is not restricted by the disclosed examples and other variations can be derived therefrom by a person skilled in the art without departing from the scope of protection of the invention. It is therefore clear that there are a variety of possible variations. It is also clear that exemplary embodiments are only examples that are not to be interpreted in any way as a limitation of the scope, the possible applications or the configuration of the invention. Rather, the preceding description and the description of the figures enable the person skilled in the art to specifically implement the exemplary embodiments, the person skilled in the art being able to make various changes, for example with regard to the function or the arrangement of individual elements mentioned in an exemplary embodiment, in knowledge of the disclosed inventive concept, without the To leave the scope of protection, which is defined by the claims and their legal equivalents, such as further explanations in the description.

Reference list

10th

Drive device

12a, b

Powertrains

14

Internal combustion engine

16

first clutch

18th

first electrical machine

20th

second clutch

22

first output shaft

24th

first bevel gear

26

first wheel axle

28 a, b

first wheels

30th

second electrical machine

32

second output shaft

34

second bevel gear

36

second wheel axle

38 a, b

second wheels

40

Energy storage unit

42

Control unit

44

Map storage device

46

Starter motor

47

specific emission values

48

Path of minimal emissions

49

Path of maximum output power

50

Rail vehicle

52

Axis units

54

Pipe system

56

Energy feed device

58

Fuel tank

60

Secondary consumers

62

Instance

70-88

steps

QUOTES INCLUDE IN THE DESCRIPTION

This list of documents listed by the applicant has been generated automatically and is only included for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• US 2014/0228168 A1 [0004]
• US 2012/0077632 A1 [0004]
• US 2016/0347164 A1 [0004]

Claims (18)

Drive device (10) for a manual transmission-less rail vehicle (50), comprising a. at least one first drive train (12a) with an internal combustion engine (14), b. at least one first electrical machine (18) that can be connected to it via a first coupling (16), c. an output shaft (22) which can be connected to the first electrical machine (18) via a second coupling (20), d. at least one second drive train (12b) with at least one second electrical machine (30) connected to at least one drive axle (36), e. at least one energy storage unit (40) which can be connected to the electrical machines (18, 30) for receiving or delivering electrical energy, f. a control unit (42) which controls the at least one internal combustion engine (14), the electrical machines (18, 30), the clutches (16, 20) and the energy storage unit (40). Drive device after Claim 1 , characterized in that the output shaft (22) is connected to at least one wheel set (28a, 28b) via a bevel gear (24) each. Drive device after Claim 2 , characterized in that at least one transmission with a fixed transmission ratio is arranged in the first drive train (12a). Drive device according to one of the Claims 1 to 3rd , characterized in that the first drive train (12a) comprises a reversing gear. Drive device according to one of the preceding claims, characterized in that the internal combustion engine (14) comprises a starter motor (46). Drive device according to one of the preceding claims, characterized in that the clutches (16, 20) are designed as shift clutches, preferably as dry multi-plate clutches. Drive device according to one of the preceding claims, characterized in that the control unit (42) comprises a map storage device (44) in which at least one engine map of the internal combustion engine (14) is stored with relations at least between speed, output torque and pollutant emissions and / or fuel consumption. Drive device according to one of the preceding claims, characterized in that it comprises an energy feed device (56) for supplying electrical energy from an external energy source. Rail vehicle comprising a drive device (10) according to one of the preceding claims, comprising a first (12a) and a second (12b) drive train, or comprising two first (12a) and at least a second (12b) drive train or comprising a first (12a) and at least two second (12b) drivetrains. Operating method for a drive device according to one of the Claims 1 to 8th to start the rail vehicle (50) until a target speed is reached, wherein a. the first clutch (16) is disengaged, b. the electrical machines (18, 30) are controlled by the control unit (42) for generating torques for the purpose of accelerating the rail vehicle (50), c. when a threshold speed is reached on the output shaft (22), the internal combustion engine (14) is started and then the first clutch (16) is engaged, or when the threshold speed is reached, the first clutch (16) is engaged and thereby the internal combustion engine (14) is started and started, d. the control unit (42) controls the internal combustion engine (14) and the electrical machines (18, 30) until a target speed is reached. Operating procedures according to Claim 10 , characterized in that the control unit (42) controls the at least one internal combustion engine (14) based on a stored map in such a way that there is a map minimum for the current engine speed. Operating method for a drive device according to one of the Claims 1 to 8th for moving the rail vehicle at a target speed, wherein a. the first and second clutches (16, 20) are engaged, b. the control unit (42) controls the at least one internal combustion engine (14) on the basis of a stored map (44) into an operating point at which a map minimum exists for an engine speed predetermined by the drive train for the target speed, c. the control unit (42) switches at least one electrical machine (18, 30) as an electric motor in order to provide additional torque on the output shafts (22, 32) if the torque generated by the at least one internal combustion engine (14) is not sufficient to achieve the target speed sufficient, d. or from the control unit (42) at least one electrical machine (18, 30) as a generator is switched in order to branch off torque and to store it in the energy storage unit (40) if the torque generated by the at least one internal combustion engine (14) exceeds the torque required for the target speed. Operating method according to the preceding claim, characterized in that the minimum map is a pollutant emission minimum or a consumption minimum. Operating method according to the preceding claim, characterized in that during operation at least one of the electrical machines (18, 30) is operated as a generator and the control unit (42) determines the state of charge of the energy storage unit (40) and, depending on the state of charge, the operating point of the internal combustion engine (14) is adjusted to generate more torque and thus charging current for the energy storage unit (40). Operating method for a drive device according to Claim 7 for moving the rail vehicle at a target speed, whereby the control unit (42) a. the state of charge of the energy storage unit (40) is determined, b. and when an upper limit state of charge is exceeded, the first clutch (16) is disengaged and the internal combustion engine (14) is switched off and the drive power is generated by the at least two electrical machines (18, 30), c. and when the charge level falls below a lower limit, the internal combustion engine (14) is started and at least one of the electrical machines (18, 30) is switched as a generator. Operating method according to one of the Claims 12 to 15 , characterized in that the internal combustion engine (14) is temporarily operated at an optimum operating point for the regeneration of an existing exhaust gas treatment unit, the energy generated thereby being provided mechanically to the output shaft (22) and / or to the electrical machine (18) depending on the operating situation becomes. Operating method for a drive device according to a Claims 1 to 9 for moving the rail vehicle at a target speed, wherein a. the first clutch (16) is engaged and the second clutch (20) is disengaged, b. the at least one internal combustion engine (14) drives the first electrical machine (18), which is controlled in generator operation, for generating electrical energy, c. the at least one second electrical machine (30) is switched as an electric motor, by means of which the rail vehicle (50) is operated at the target speed, d. the control unit (42), depending on the state of charge of the energy storage unit (40), controls the at least one internal combustion engine (14) in such a way that more, the same or less than the electrical energy required for driving is generated and possibly stored in the energy storage unit (40) or is taken from this, e. the internal combustion engine (14) is controlled by the control unit (42) on the basis of a stored map in an operating point at which there is a map minimum for the energy withdrawn. Control unit for executing an operating method according to one of the Claims 10 to 17th .

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