DE102019107067A1 - Drive unit - Google Patents

Abstract

Drive unit (1) for a rail vehicle comprising an internal combustion engine (3), a traction gear or a traction generator (2), at least one controller (6, 10), an exhaust gas aftertreatment system (9) for the exhaust gas (20) from the internal combustion engine and a fuel Control valve (7) which can supply the internal combustion engine (3) with fuel, with at least two fuel feeds (8.1,8.2,8.3) for different types of combustion fuels to the fuel control valve (7) and with the exhaust gas aftertreatment system (9 ) has at least two different flow paths (21, 22, 23) for the exhaust gas (20) from the internal combustion engine, which have different aftertreatment units; wherein the control (6,10) is designed so that it regulates the fuel supply in terms of quantity and type, in particular also the mixture of the various fuel types (8.1,8.2,8.3), and the distribution of the exhaust gas (20) as a function thereof regulates the various flow paths (21,22,23).

Description

The invention relates to a drive unit for a rail vehicle comprising an internal combustion engine, a traction transmission or a traction generator, at least one controller, an exhaust gas aftertreatment system for the exhaust gas from the internal combustion engine and a fuel control valve that can supply the internal combustion engine with fuel.

Rail vehicles are still often powered by an internal combustion engine, since many lines, especially secondary lines, are not electrified and because diesel engines are relatively efficient. There are rail vehicles that are driven by a diesel engine and a traction gear connected downstream, or diesel-electric rail vehicles in which the diesel engine drives a traction generator; the electricity generated in this way drives an electric traction motor. A disadvantage of such drives, however, is the emissions from the diesel engine. So that such vehicles are increasingly subject to restrictions, for example in emission-restricted zones, or must be observed in the future.

The object of the invention is now to further develop such a drive unit for rail vehicles in such a way that they are suitable for higher emissions requirements.

The object is achieved by a drive unit with the features according to claim 1. Further advantageous features are mentioned in the dependent claims. The various features described can be used not only individually but also in combination in order to further improve the embodiment according to the invention.

According to the invention, the drive unit is characterized in that there are at least two fuel feeds for different types of combustion fuels to the fuel control valve and that the exhaust gas aftertreatment system has at least two different flow paths for the exhaust gas from the internal combustion engine, which have different aftertreatment units; wherein the control is designed such that it regulates the fuel supply in terms of quantity and type, in particular also its mixture of the various types of fuel, and regulates the distribution of the exhaust gas to the various flow paths as a function of this.

An essential advantage of the solution according to the invention is that the emissions of the internal combustion engine can be reduced in a targeted manner at times by regulating the type of fuel or fuel mixture and by adapting the exhaust gas aftertreatment to the fuel supply, in particular to the type of fuel. Only by designing the drive unit for several different fuels, by the specially designed control and by the exhaust gas aftertreatment system with several flow paths, each of which has different aftertreatment units, is such a control possible in a suitable manner. For example, when operating the rail vehicle in emission-restricted zones, for example when entering a train station or an inner city zone, the drive unit can be operated and regulated in such a way that stricter emission regulations can be reliably observed, and yet also an economical and efficient operation is possible. Liquid or gaseous fuels, for example, can be used as various types of fuel, in particular diesel fuel, natural gas-based fuels or hydrogen-based fuels and, in particular, so-called e-fuels, i.e. fuels that have been synthetically produced using electricity. These can be power-to-liquid or power-to-gas fuels, i.e. liquid or gaseous fuels. According to the invention, the various flow paths for the exhaust gas are at least partially connected in parallel in terms of flow technology and are designed such that partial flows of the exhaust gas flow through them at least partially as an alternative to one another or in parallel. After the sections connected in parallel in terms of flow, the flow paths are brought together again.

Another preferred embodiment of the drive unit comprises three fuel feeds for different types of fuel to the fuel control valve and / or three different flow paths, each of which has different aftertreatment units for the exhaust gas. The advantage of this design is that it enables a very high degree of flexibility in operation and control. In this way, the drive unit and its operation can be adapted to very different requirements with regard to emissions and to very different boundary conditions with regard to fuel supply. The fuel supply lines can be designed in particular for diesel, for natural gas-based fuel and for hydrogen-based fuel. What counts as different aftertreatment units in the various flow paths here is also if a different number or differently sized aftertreatment units of the same aftertreatment technology are provided.

It is also preferred that there is a cooling system for the components of the drive unit, the cooling system being particularly preferably regulated by the controller, specifically depending on the type and / or the mixture of the fuel supply. In this way, the drive unit can be operated even more efficiently and with better control.

In an advantageous embodiment, the control of the drive unit is designed as a central control in a control device. This reduces costs and enables simple implementation.

Alternatively, the drive unit can be controlled in a plurality of control units which are provided in the drive unit, with at least one controller for the internal combustion engine and one controller for the traction gear or the traction generator being present.

The control units can be connected to each other or to the vehicle control system via cabling using digital signals or via a defined communication protocol, e.g. communicate via CAN bus. Alternatively, this communication can be done by radio, various protocols being possible, e.g. via 4G or 5G cellular standard.

The drive unit is particularly preferably designed for supplying at least two of the following types of fuel to the internal combustion engine via the fuel control valve: diesel and / or natural gas-based fuel and / or hydrogen-based fuel. In particular, one or more of them can be so-called e-fuels, such as e-diesel or synthesis gas, for example.

It is also advantageous if the choice of the flow path or the distribution of the exhaust gas in partial flows on the flow paths is regulated with one or more valves. In particular, it is advantageous if a valve is present at the branching of the exhaust gas to the various flow paths and / or at the convergence of the exhaust gas from the various flow paths. This allows the operation of the exhaust gas aftertreatment to be regulated particularly well. In addition to the dependency on the fuel supply, the regulation can also additionally take place depending on signals from various sensors, such as temperature or pressure or NOx sensors.

In addition to an SCR catalytic converter, at least one exhaust gas path preferably also has a diesel particle filter, in particular an SCR-coated diesel particle filter, with at least one flow path not having a diesel particle filter. The exhaust gas aftertreatment can thus be adapted particularly efficiently to the various fuels, in particular to diesel and natural gas or hydrogen-based fuels or mixtures thereof, without any loss of efficiency or effectiveness. The SCR catalytic converter is an aggregate for NOx reduction via selective catalytic reduction. An SCR-coated diesel particulate filter has an active coating on which the selective catalytic reduction can also take place.

Particularly preferably, at least one injection unit for auxiliaries for exhaust gas aftertreatment, in particular for aqueous urea solution, is present in each of two flow paths, the injection unit in each case being arranged fluidically upstream of an SCR catalytic converter. The SCR catalytic converter is only able to work through the injection of auxiliary substances for exhaust gas aftertreatment.

Furthermore, it is advantageous if the exhaust gas aftertreatment is carried out in such a way that all exhaust gas, i.e. the entire exhaust gas flow or, if divided into parallel partial flows, each partial flow is passed through at least one SCR catalytic converter and preferably through an ammonia slip catalytic converter connected downstream . This guarantees a reliable reduction in emissions in every operating mode.

In order to be able to plan the drive unit particularly well in the vehicle and to be able to easily assemble it, it is advantageous if a support frame is available to which the following components of the drive unit are attached: the internal combustion engine, the traction gear or the traction generator and the control. The components can also be fastened indirectly to the support frame, in that the components, for example the control, are fastened to a further component of the drive system which is fastened to the support frame. The support frame is fastened to a vehicle frame in particular via suspensions on the vehicle.

Furthermore, essential parts, in particular all parts of the exhaust gas aftertreatment system and / or essential parts, in particular all parts of the cooling system, can be attached to the support frame. In this way, the drive unit can be easily pre-assembled as a package.

For some components of the drive unit it can be advantageous if they are not attached to the support frame. In particular, the fuel control valve and the fuel supply lines or parts of the exhaust gas aftertreatment or parts of the cooling system, in particular, for example, a cooling circuit, can be fastened at another point in the vehicle.

• 1 Schematische Darstellung einer erfindungsgemäßen Antriebseinheit
• 2 Beispiel für eine Ausführung des Abgas-Nachbehandlungssystems
• 3 Weiteres Beispiel für eine Ausführung des Abgas-Nachbehandlungssystems

On the basis of exemplary embodiments, further advantageous features of the invention are explained with reference to the drawings.

• 1 Schematic representation of a drive unit according to the invention
• 2 Example of a design of the exhaust gas aftertreatment system
• 3 Another example of an embodiment of the exhaust gas aftertreatment system

1 shows a schematic representation of a drive unit according to the invention 1 . Here designed as a so-called drive package. The drive unit has a support frame 5 on which the internal combustion engine 3 , the traction generator or the traction gear 2 and the controls 6,10 are attached. Individual components, in particular the controls 6, 10, can also be attached indirectly to the support frame 5 be attached by attaching them to another component, which in turn is attached to the support frame 5 is attached, such as on the internal combustion engine 3 or on the traction generator or traction gear. The support frame 5 is here as an H-frame with two cross members 5.1 and two side members 5.2 , as well as four suspensions 5.3 that are used to attach the drive package to the vehicle frame. This design is a preferred design for the support frame 5 .

In the embodiment shown are also the cooling system 4th and the exhaust aftertreatment system 9 or at least essential parts of the two systems attached to the support frame. In particular, cooling water circuits or hydrostatic circuits can be used independently of the support frame 5 be arranged. And in particular, if there are several aftertreatment components in the exhaust gas aftertreatment system 9 some of the filters and / or catalysts are independent of the support frame 5 otherwise attached to the vehicle. The exhaust aftertreatment system 9 has at least two different flow paths. Versions with several flow paths are also possible.

Furthermore is the fuel control valve 7th designed so that the internal combustion engine 3 can be supplied with different fuels. According to the invention, there are at least two fuel supply lines for different types of fuel. In this example there are three fuel supplies 8.1 , 8.2 , 8.3 shown, for example for diesel, for natural gas and for hydrogen - so according to the invention for at least two different fuels, in particular for liquid and gaseous fuels. Various types of so-called e-fuels, synthetic fuels that are produced with the help of electricity in so-called power-to-fuel processes, are also possible. These e-fuels can be liquid or gaseous. The fuel control valve 7th can optionally on the support frame 5 be attached. Alternatively, it can be attached to the vehicle in some other way.

The internal combustion engine 3 can be used with the different types of fuel from the different fuel supply lines 8.1 , 8.2 , 8.3 or with a mixture thereof, which is in the fuel control valve 7th is regulated, operated. The fuel control valve 7th can also be constructed as a block from several control valves.

The drive unit and the fuel supply are regulated via at least one controller. A distributed control with the control is shown 10 for the internal combustion engine, which in particular also controls the fuel supply, and the controller 6th for traction gear or traction generator. The exhaust aftertreatment system 9 comprises at least two flow paths; which have different post-treatment units, the control 6th , 10 is designed so that the fuel supply in quantity and type, in particular the mixture of the various types of fuel 8.1 , 8.2 , 8.3 , regulates, and regulates the distribution of the exhaust gas to the various flow paths as a function of the fuel supply. The control 6th , 10 the drive unit is controlled by a higher-level vehicle control system via an electronic interface. This can be done wirelessly or wired. This means that either the type of fuel and the mixture can be specified directly or operating conditions, for example entering an emission-restricted zone, and the control system are specified 6th , 10 the drive unit 1 then independently controls the appropriate fuel supply. Preference is given to the control of the drive unit. 6th , 10 fuel-specific maps and / or parameters are stored in order to ensure a suitable control for the various flow paths of the exhaust gas aftertreatment system. The control of the drive unit also regulates the combustion processes in the internal combustion engine 3 .

There are two different alternatives for this type of drive. On the one hand, the direct generation of the drive torque with the combustion engine 3 , the drive torque in this case via the traction gear 2 and is then transmitted to the drive wheels via a cardan shaft and final drive. Cardan shaft and final drives are not part of the drive unit 1 . The traction gear 2 can be a hydrodynamic or hydromechanical or mechanical or parallel hybrid transmission.

The other variant is a diesel-electric or combustion-electric drive. The torque of the internal combustion engine is used here 3 to, the traction generator 2 to drive, which generates electricity for an electric traction motor. The traction motor is not shown and is not part of the drive unit described here 1 . The traction generator 2 can be designed as a synchronous machine or as an asynchronous machine and can be permanently excited or externally excited.

The cooling system 4th can in particular have control valves and / or controllable pumps.

The drive unit according to the invention 1 can be used particularly well in railcars or multiple units and also in work vehicles on the rails or in locomotives.

In 2 Figure 3 is an exemplary embodiment of an exhaust aftertreatment system 9 shown how it can preferably be used in a drive unit according to the invention.

It has a first flow path 21st and a second flow path 22nd on. The two flow paths 21st , 22nd are connected in parallel in terms of flow, i.e. they can be flowed through as an alternative to one another or they can each be flowed through by partial flows of the exhaust gas 20th are flowed through. Via a valve 11 becomes the exhaust 20th from the internal combustion engine to the two flow paths 21st , 22nd distributed or a flow path is opened and one blocked. Depending on the operating status and fuel supply, the exhaust gas aftertreatment can be controlled in a targeted manner. In the first flow path 21st The exhaust gas flows through an SCR catalytic converter 12.1 and an ammonia slip catalyst 13.1 . In the second flow path 22nd is also an SCR catalytic converter 12.2 and an ammonia slip catalyst 13.2 arranged. In addition, the exhaust gas flows through a diesel oxidation catalyst beforehand 14th and an SCR-coated diesel particulate filter 15th . There is an injection unit in each of the two flow paths 25th intended for auxiliary material, especially for aqueous urea solution. The injection units 25th are preferred by one of the controls 6th , 10 regulated and are fluidically upstream of the SCR catalytic converter 12.1 and in front of the SCR-coated diesel particulate filter 15th arranged. At the end of the respective flow paths 21st , 22nd the exhaust gas is via a valve 16 merged again and as exhaust 30th to the exhaust system and above it into the environment. In particular, one of the valves 11 , 16 omitted and replaced by a corresponding pipe connection. The distribution of the exhaust gas 20th on the flow paths 21st , 22nd is then with a valve 11 or 16 regulated. If necessary, both valves 11 , 16 omitted and replaced by pipe connections which are fluidically designed in such a way that, due to the pressure losses, certain distributions of the exhaust gas occur depending on the flow conditions 20th on the different flow paths 21st , 22nd surrender.

For the regulation of the exhaust gas aftertreatment and the distribution of the exhaust gas 20th or the selection of the flow path 21st , 22nd In addition to the type of fuel or fuel mixture, various other parameters can be taken into account, for example whether the vehicle is located in an emission-restricted zone, or load ranges or temperature signals or pressure signals or emission signals.

The exhaust gas aftertreatment system can preferably have a modular structure so that individual modules can be exchanged or replaced. This can be necessary in particular if there are changed requirements with regard to type or quality of fuel or with regard to exhaust gas cleaning.

3 shows another embodiment of an exhaust gas aftertreatment system 9 . In this case there are three different flow paths 21.1 , 22.1 , 23 present, which are at least partially connected in parallel in terms of flow. The valve 17th controls the distribution of the exhaust gas 20th between the flow paths or the assignment to individual flow paths 21.1 , 22.1 , 23 . In the common part in front of the valve 17th is a diesel oxidation catalyst 14th arranged. In the common part of the three flow paths after the collecting valve 18th is an SCR catalytic converter in this version 12th and an ammonia slip catalyst 13 and an injection unit arranged in front of the SCR catalytic converter 25th for auxiliary material, especially for aqueous urea solution, available. The exhaust gas then flows 30th to the exhaust system. The flow paths 21.1 , 22.1 , 23 differ in the intended post-treatment units. During the third flow path 23 has no further aftertreatment units, the first flow path comprises 21.1 an SCR-coated diesel particulate filter 15.1 with upstream injection unit 25th for excipient. The second flow path 22.1 includes two SCR-coated diesel particulate filters 15.2 , 15.3 each with an upstream injection unit 25th for excipient. In this way, it is possible to react very flexibly to different operating conditions or different emission requirements and to achieve an optimally adapted regulation of the exhaust gas aftertreatment.

In this embodiment with three flow paths, too, one of the valves can in particular 17th , 18th can be dispensed with and replaced by a corresponding pipe connection. The distribution of the exhaust gas 20th on the flow paths 21.1 , 22.1 , 23 is then with a valve 17th or 18th regulated. If necessary, both valves 17th , 18th can be omitted and replaced by pipe connections which are fluidically designed in such a way that, due to the pressure losses, certain distributions of the exhaust gas occur depending on the flow conditions 20th on the different flow paths 21.1 , 22.1 , 23 surrender.

This exhaust aftertreatment system too 9 can have a modular structure. In particular, the part 9.1 on the support frame 5 the drive unit 1 be attached while, for example, the part 9.2 is otherwise attached to the vehicle.

List of reference symbols

1

Drive unit for rail vehicle

2

Traction gear or traction generator

3

Internal combustion engine

4th

Cooling system

5

Support frame

5.1

Cross member

5.2

Side member

5.3

suspension

6th

Control for traction gear or traction generator

7th

Fuel control valve

8.1, 8.2, 8.3

Fuel supply lines

9

Exhaust aftertreatment system

9.1, 9.2

Parts of the exhaust aftertreatment system

10

Control for combustion engine

11

Valve

12,12.1,12.2

SCR catalytic converter

13,13.1,13.2

Ammonia slip catalyst

14th

Diesel oxidation catalyst

15,15.1,15.2,15.3

SCR-coated diesel particulate filter

16, 17, 18

Valves

20th

Exhaust gas flow from the internal combustion engine

21, 21.1

first flow path

22, 22.1

second flow path

23

third flow path

25th

Injection unit for auxiliary material

30th

Exhaust gas flow after aftertreatment

Claims (12)

Drive unit (1) for a rail vehicle comprising an internal combustion engine (3), a traction gear or a traction generator (2), at least one controller (6, 10), an exhaust gas aftertreatment system (9) for the exhaust gas (20) from the internal combustion engine and a fuel -Regulating valve (7) which can supply the internal combustion engine (3) with fuel, characterized in that at least two fuel feeds (8.1,8.2,8.3) are present for different types of combustion fuels to the fuel regulating valve (7) and that the exhaust gas The aftertreatment system (9) has at least two different flow paths (21, 22, 23) for the exhaust gas (20) from the internal combustion engine, which have different aftertreatment units; wherein the control (6,10) is designed so that it regulates the fuel supply in terms of quantity and type, in particular also the mixture of the various fuel types (8.1,8.2,8.3), and the distribution of the exhaust gas (20) as a function thereof regulates the various flow paths (21,22,21.1,22.1,23). Drive unit (1) Claim 1 characterized in that three fuel feeds (8.1,8.2,8.3) for different types of fuel to the fuel control valve (7) and / or three different flow paths (21.1,22.1,23) for the exhaust gas (20), which different aftertreatment units (12,13 , 15.1,15.2,15.3) are present. Drive unit (1) Claim 2 characterized in that there is a cooling system (4) for the components of the drive unit (1) and that in particular the cooling system (4) is regulated by the controller (6, 10) and that, inter alia, depending on the type and / or the mixture the fuel supply (8.1,8.2,8.3). Drive unit (1) according to one of the preceding claims, characterized in that the Control of the drive unit is designed as a central control in a control unit. Drive unit (1) after a Claims 1 to 3 characterized in that the drive unit is controlled in several control units (6, 10) which are provided in the drive unit, with at least one control for the internal combustion engine (10) and one control (6) for the traction gear or the traction generator being present. Drive unit (1) according to one of the preceding claims, characterized in that the drive unit is designed for the fuel supply of at least two of the following types of liquid or gaseous fuel via the fuel control valve (7): diesel (8.1) and / or natural gas-based fuel ( 8.2) and / or hydrogen-based fuel (8.3. Drive unit (1) according to one of the preceding claims, characterized in that the choice of the flow path (21,22,21.1,22.1,23) or the distribution of the exhaust gas (20) over the flow paths (21,22,21.1,22.1,23) is regulated with one or more valves (11,16,17,18), in particular that at the branching of the exhaust gas (20) to the various flow paths (21,22,21.1,22.1,23) and / or at the merging of the exhaust gas a valve (11,16,17,18) is present in each of the various flow paths (21,22,21.1,22.1,23). Drive unit (1) according to one of the preceding claims, characterized in that at least one flow path (22, 21.1, 22.1) as aftertreatment units, in addition to an SCR catalytic converter (12, 12.2), also includes a diesel particle filter, in particular an SCR-coated diesel particle filter (15, 15.1, 15.2, 15.3) and at least one flow path (21, 23) does not have a diesel particle filter. Drive unit (1) according to one of the preceding claims, characterized in that in two flow paths (21, 22, 21.1, 22.1) there is at least one injection unit (25) for auxiliary substances for exhaust gas aftertreatment, in particular for aqueous urea solution, the injection unit (25) is arranged in front of an SCR catalytic converter (12, 12.1, 12.2) or in front of an SCR-coated diesel particle filter (15, 15.1, 15.2, 15.3) in terms of flow. Drive unit (1) according to one of the preceding claims, characterized in that the exhaust gas aftertreatment system (9) is designed so that all exhaust gas (20) of the internal combustion engine at least through an SCR catalytic converter (12, 12.1, 12.2) and preferably through a fluidic downstream ammonia slip catalyst (13,13.1,13.2) is passed. Drive unit (1) according to one of the preceding claims, characterized in that there is a support frame (5) to which the following components of the drive unit are attached: the internal combustion engine (3), the traction gear or the traction generator (2) and the controller (6 , 10). Drive unit (1) Claim 11 characterized in that essential parts, in particular all parts, of the exhaust gas aftertreatment system (9) and / or essential parts, in particular all parts, of the cooling system (4) are attached to the support frame (5).

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