EP1422117A1 - Notenergieversorgungsaggregat für Züge und Zug mit einem solchen Aggregat - Google Patents

Notenergieversorgungsaggregat für Züge und Zug mit einem solchen Aggregat Download PDF

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Publication number
EP1422117A1
EP1422117A1 EP02425712A EP02425712A EP1422117A1 EP 1422117 A1 EP1422117 A1 EP 1422117A1 EP 02425712 A EP02425712 A EP 02425712A EP 02425712 A EP02425712 A EP 02425712A EP 1422117 A1 EP1422117 A1 EP 1422117A1
Authority
EP
European Patent Office
Prior art keywords
train
generating unit
emergency
turbine
compartment
Prior art date
Legal status (The legal status 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 status listed.)
Withdrawn
Application number
EP02425712A
Other languages
English (en)
French (fr)
Inventor
David Martini
Danio Nocentini
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Magnetek SpA
Original Assignee
Magnetek SpA
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 Magnetek SpA filed Critical Magnetek SpA
Priority to EP02425712A priority Critical patent/EP1422117A1/de
Priority to EP03780640A priority patent/EP1562815A1/de
Priority to CA002506306A priority patent/CA2506306A1/en
Priority to JP2004553089A priority patent/JP2006507175A/ja
Priority to PCT/IT2003/000753 priority patent/WO2004045936A1/en
Priority to AU2003288737A priority patent/AU2003288737A1/en
Priority to US10/534,792 priority patent/US20060144284A1/en
Publication of EP1422117A1 publication Critical patent/EP1422117A1/de
Withdrawn legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C3/00—Electric locomotives or railcars

Definitions

  • the invention relates to an emergency power unit for generating electrical, mechanical or thermal power for a transportation vehicle and more specifically for a train.
  • the invention also concerns a transportation vehicle and more particularly a train equipped with an emergency generating unit.
  • Modern trains are equipped with technical systems which require continuous power for operation. Power is supplied by the electrical line along the railway track. Of all the technical systems installed aboard trains, air conditioning systems draw most power. These systems are used on all modern trains, specifically high speed trains. The windows of such trains are generally sealed and cannot be opened by travelers for safety reasons. On the other hand, specifically high speed trains (especially those intended to travel alternatively on dedicated tracks and on normal railway tracks employed for traditional - i.e. not high speed - railway traffic) are frequently subject to breakage of the pantograph connecting the locomotive to the electrical power line with consequent power outage, that causes the train to stop and the on-board systems to stop working. The power outage concerning air conditioning systems and the impossibility of opening the windows to ventilate the trains causes extreme discomfort and may even be dangerous for passengers.
  • each air conditioning system aboard modern trains is considerable. Typically, the power required is in the order of 40 kW for each carriage. Since the train may stop for a long time (in the order of 1-2 hours), ensuring sufficient autonomy for air conditioning systems for such a long time is not possible using electrical batteries considering that they draw so much power. This solution (and others) would be excessively heavy.
  • Object of the invention is to provide an emergency generating unit which is suitable - in terms of weight, size and output power, as well as autonomy and costs - for use on trains. Additional object of the invention is also the realization of a train equipped with a suitable emergency generating unit.
  • an emergency generating unit for a train is characterized in that it comprises a gas turbine.
  • the gas turbine forms a mechanical power generator suitable to output sufficient power to supply train utilities, specifically to supply the energy needed to run the air conditioning system of a single carriage.
  • the turbine is fed with liquid fuel, e.g. diesel engine fuel, because a sufficient amount of fuel can be stored to obtain the required autonomy need for the use in limited space without the weight of, for example, gaseous fuel tanks.
  • the turbine can be used to directly control (via a specific speed regulator) an air conditioning system compressor.
  • the air conditioning system can be of the absorption type and be powered by the thermal energy of the turbine exhaust gas while the turbine provides mechanical energy to power the other utilities of the carriage after being transformed into electrical energy.
  • the emergency generating unit comprises an electrical generator operated by a turbine through a suitable speed reducer.
  • An inverter receives the electrical energy from the generator and outputs electrical current with the characteristics needed to power the air conditioning system and the other utilities aboard the train.
  • the characteristics of the inverter vary according to the type of electrical power normally found in railway track systems. This means that the emergency generating unit can be adapted to various railway systems which have different types of electrical power, e.g. direct current power or alternating current power, at various voltages.
  • the generating unit comprises a supporting frame in which the turbine, the electrical generator and the inverter are arranged; the frame is provided with specific connection means to a carrying structure of the train carriage.
  • the frame can be advantageously shaped and dimensioned to be housed in a compartment under the floor of the train.
  • the turbine, the inverter, the electrical generator and the possible mechanical reducer between turbine and electrical generator are also dimensioned to be contained inside the frame.
  • Sliding guides integral with the carrying structure of the train and cooperating with the frame supporting means, may be provided to facilitate insertion and extraction of the emergency generating unit in the compartment to make the unit easily inserted and removed.
  • the generating unit may present a circuit for regulating the rotation speed of the turbine and consequently - essentially - of the output power to ensure the output of a various power level according to the needs and to solve a number of problems (which will be illustrated below) related to the risk of fumes circulating inside the train.
  • Closing members are advantageously provided to close the turbine suction and exhaust manifolds while the train is running normally to prevent access of debris inside the turbine suction or exhaust manifolds.
  • the train may be equipped with a heating system in addition to an air conditioning system.
  • Heating and air conditioning can possibly be obtained using a dual-acting or reversible machine, which is capable of cooling or heating according to requirements; the machine is powered by the emergency generator unit in the case of an emergency.
  • the generating unit according to the invention may power alternatively either the cooling machine or the heating resistors in the case of electrical power outage.
  • heating may be obtained by a heat exchanger which directly employs the turbine exhaust gas and simultaneously generates mechanical energy which is transformed into electrical energy to power the other train utilities in the event of an emergency.
  • Figure 1 schematically shows the front section of a train, generically indicated by reference numeral 1.
  • Reference numeral 3 indicates the locomotive and references 7A and 7B indicate the first two carriages or cars forming the train. Both traction and the various systems aboard the carriages - specifically the air conditioning systems - are powered by the line 9 through the pantograph 11 of the locomotive. In the event of breakdown concerning the pantograph, the power to the utilities and to the systems in carriages 7A, 7B, ... must be provided by emergency power units which equip each carriage 5, 7, ....
  • Figure 2 schematically shows seven train carriages numbered from 7A to 7F.
  • Each carriage is equipped with an emergency generating unit, schematically indicated by references 13A-13F. As indicated in detail below, each emergency generating unit 13 is housed in a compartment underneath the floor of the respective carriage. The compartment is equipped with a flap for lateral access, schematically indicated by reference numeral 15 in Figure 1.
  • Figure 3 shows a local transversal cross-sectional view according to line III-III in Figure 1.
  • reference numeral 17 indicates the floor of the carriage while reference numerals 19 and 20 indicate two adjacent compartments, underneath the floor 17 in the transversal direction of the carriage.
  • Compartment 19 contains a frame 21 (see Figures from 6 to 9 in particular) which houses a turbine unit 23 (of which reference numeral 25 indicates the exhaust), a speed reducer 27, an electrical generator 29 and an inverter 31.
  • the reducer 27 is arranged between the output shaft of the turbine 23 and the input of the electrical generator 29. It reduces the turbine revolutions to the values needed to operate the electrical generator 29.
  • the electrical output of the generator 29 is transformed by the inverter so that it can power the equipment aboard the railway carriage 7.
  • the exhaust manifold 25 of the turbine 23 presents an end or output mouth 25A which is in line with the bottom 19A of the compartment 19. This on one hand prevents projections of the exhaust manifold under the lower surface of the carriage which could cause hindrance or obstruction during normal train operation, and on the other prevents the hot fumes from the exhaust from burning material of the rail underneath. This is thanks to expansion and consequently cooling of the fumes in the diverging mouth of the exhaust manifold 25.
  • a fuel tank 41 is housed in compartment 20, next to compartment 19; the tank is provided with a filler 43 facing a pivoting flap to access compartment 21 indicated by reference numeral 45 and similar to flap 37.
  • the tank 41 is fastened by means of integral brackets 47 to a beam forming part of the carriage structure.
  • a compartment over the tank 41 houses the pump and the fuel filters.
  • the contour of the tank 41 and the compartment 49 for the pump and the filters is such to exploit the available space inside compartment 20 in an optimal fashion.
  • the tank 41 can have a capacity, for example, of approximately 200 liters, which is sufficient to ensure an autonomy of approximately two hours to a turbine 23 which outputs 30-60 kW.
  • the tank 41 can be fixedly fitted inside the compartment 20, since it does not require interventions in normal conditions.
  • the fuel filters in compartment 49 may be arranged in a position which is sufficiently accessible from the exterior by opening the flap 45; the entire unit 41, 49 will not need to be extracted from the compartment 20 in this way.
  • FIG. 10 shows a block chart of the emergency generator unit, the cooling machine for air conditioning and the control circuit.
  • the generator unit is generically indicated by reference numeral 13 and comprises: the turbine unit 23, with the compressor 24, the turbine itself 26 and the combustion chamber 28; the reducer 27; the electrical generator 29; the inverter 31.
  • a perforated plate 51 for measuring the rotation speed of the turbine is fitted on the shaft of the turbine 26.
  • Sensing means 53 e.g. of the magnetic, optical or other type
  • the signal is sent by the sensing means 53 to a signal conditioning block 55.
  • the signal output from the block 55 is frequency-modulated and frequency is proportional to the angular velocity of the turbine.
  • a block 57 which receives the input signal from the conditioning block 55, converts the frequency signal into a voltage signal.
  • a reference voltage signal against which the signal from block 57 is compared is provided by a control unit 59, e.g. a microprocessor.
  • the reference voltage from the control unit 59 is proportional to the required rotation velocity of the turbine and consequently to the power to be developed.
  • the output signal from the adder 61 is sent to a compensation network 63 whose purpose is to avoid control loop oscillations.
  • the output signal from the compensation network 63 controls a motor 67 for opening and closing a proportional valve 69 which feeds the fuel (from the tank 41) to the combustion chamber 28.
  • the output of inverter 31 has the same characteristics of the voltage needed to power the on-board systems. For example, in the case of ETR500 trains used by the Italian railways, direct voltage at 600 V.
  • the electrical energy output by the inverter 31 can be used to power systems or utilities generically indicated by reference numeral 71 aboard the carriage where the specific emergency generating unit 13 is located. For example, it can be used for the lighting system, opening and closing the automatic doors between carriages, heating hot water for the on-board lavatories, etc. In winter the output can also be used for the heating system of the carriage.
  • a considerable amount of the power output by the inverter 31 is used by a motor 73 which operates a compressor 75 of a cooling machine, generically indicated by reference numeral 77 of the on-board conditioning system.
  • a serpentine 79 for cooling the coolant compressed by the compressor 75, an expansion valve 81, a heat exchanger 83 for cooling the air from inside the carriage through a conduit 85.
  • the flow of air cooled by the heat exchanger 83 is dehumidified and partially heated by the exchanger 79 to let suitably dehumidified air into the carriage through the conduit 87 at the required temperature.
  • the air conditioning system 77 interfaces with the central control unit 59.
  • a line 60 carries a control signal to actuators from the control unit 59 to open and close air exchange apertures in the carriage.
  • These opening and closing systems are known per se and used when the train is running to close the apertures before entering tunnels to avoid abrupt changes of pressure. On the train according to the invention, these systems for opening and closing the air exchange flaps have a different and additional function which will be described below.
  • the emergency generating unit 13 When the train stops due to failure of the overhead line 9 or to the pantograph 11, the emergency generating unit 13 is started by starting the turbine unit 23 (e.g. by means of an electrical motor powered by a small battery). All the emergency generating units 13 in all the carriages forming the train can be started in normal conditions, e.g. if the train stops outside a tunnel. To avoid the accidental access of combustion gas into the carriages 7, the apertures or flaps provided for exchanging the air can be closed by means of a signal by the control unit 59 on the line 60. Oxygen tanks may be provided and release a controlled amount of oxygen via valves operated by the control unit 59 into the carriages to ensure a sufficient amount of oxygen.
  • the unit 59 can lower the power output by the turbine unit 23 to reduce the rpm even until the first generator 13 is stopped.
  • the vents for exchanging air inside the carriage can be opened.
  • the ventilation system for exchanging air is kept running by the low power still output by the generator 13 (if this has not be switched off all together) or via a battery fitted on-board. Air is exchanged for a sufficiently long time after which the ventilation vents are closed and the first generating unit 13 is operated at full power again. In this way, air is exchanged when exhaust fumes of the generating unit 13 are minimal or entirely absent. This avoids that exhaust fumes from the turbine accidentally entering the carriage.
  • a first group 13A, 13F can be operated for a first period of time; these units can be stopped once sufficient cooling is obtained in carriages 7A and 7F and units 13B and 13E can be switched on, and so forth in sequence. The sequence is then repeated for the time needed during which the train remains stationary.
  • a single generating unit 13 can be operated at a time, e.g. starting from the head of the train with generating unit 13A to the end of the train with generating unit 13F.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Stand-By Power Supply Arrangements (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
EP02425712A 2002-11-21 2002-11-21 Notenergieversorgungsaggregat für Züge und Zug mit einem solchen Aggregat Withdrawn EP1422117A1 (de)

Priority Applications (7)

Application Number Priority Date Filing Date Title
EP02425712A EP1422117A1 (de) 2002-11-21 2002-11-21 Notenergieversorgungsaggregat für Züge und Zug mit einem solchen Aggregat
EP03780640A EP1562815A1 (de) 2002-11-21 2003-11-19 Notenergieversorgungsaggregat für züge und zug mit einem solchen aggregat
CA002506306A CA2506306A1 (en) 2002-11-21 2003-11-19 Emergency power generating unit for trains and train comprising said unit
JP2004553089A JP2006507175A (ja) 2002-11-21 2003-11-19 列車用緊急発電ユニット及び上記ユニットを備えた列車
PCT/IT2003/000753 WO2004045936A1 (en) 2002-11-21 2003-11-19 Emergency power generating unit for trains and train comprising said unit
AU2003288737A AU2003288737A1 (en) 2002-11-21 2003-11-19 Emergency power generating unit for trains and train comprising said unit
US10/534,792 US20060144284A1 (en) 2002-11-21 2003-11-19 Emergency power generating unit for trains and train comprising said unit

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP02425712A EP1422117A1 (de) 2002-11-21 2002-11-21 Notenergieversorgungsaggregat für Züge und Zug mit einem solchen Aggregat

Publications (1)

Publication Number Publication Date
EP1422117A1 true EP1422117A1 (de) 2004-05-26

Family

ID=32187314

Family Applications (2)

Application Number Title Priority Date Filing Date
EP02425712A Withdrawn EP1422117A1 (de) 2002-11-21 2002-11-21 Notenergieversorgungsaggregat für Züge und Zug mit einem solchen Aggregat
EP03780640A Withdrawn EP1562815A1 (de) 2002-11-21 2003-11-19 Notenergieversorgungsaggregat für züge und zug mit einem solchen aggregat

Family Applications After (1)

Application Number Title Priority Date Filing Date
EP03780640A Withdrawn EP1562815A1 (de) 2002-11-21 2003-11-19 Notenergieversorgungsaggregat für züge und zug mit einem solchen aggregat

Country Status (6)

Country Link
US (1) US20060144284A1 (de)
EP (2) EP1422117A1 (de)
JP (1) JP2006507175A (de)
AU (1) AU2003288737A1 (de)
CA (1) CA2506306A1 (de)
WO (1) WO2004045936A1 (de)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008018135A1 (fr) * 2006-08-10 2008-02-14 Mitsubishi Electric Corporation Appareil de commande de véhicule électrique
RU2352484C2 (ru) 2007-06-08 2009-04-20 Открытое акционерное общество "Российские железные дороги" (ОАО "РЖД") Двухсекционный газотурбовоз
US9637141B2 (en) * 2012-12-03 2017-05-02 Electro-Motive Diesel, Inc. Locomotive system

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1998718A (en) * 1932-05-06 1935-04-23 Hedley Frank Transportation vehicle
US2541904A (en) * 1946-03-07 1951-02-13 Gen Motors Corp Electrical system on railroad car
GB754120A (en) * 1952-06-30 1956-08-01 Garrett Corp Air conditioning, and auxiliary electric and pneumatic power supply equipment and system
DE1055035B (de) * 1955-11-04 1959-04-16 Krauss Maffei Ag Anlage zum Erzeugen von Heizenergie in Diesellokomotiven
US5903116A (en) * 1997-09-08 1999-05-11 Capstone Turbine Corporation Turbogenerator/motor controller
US6064122A (en) * 1998-11-05 2000-05-16 Alliedsignal Power Systems Inc. Microturbine power of generating system including a battery source for supplying startup power

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH601045A5 (de) * 1976-09-16 1978-06-30 Schweizerische Lokomotiv
US6308639B1 (en) * 2000-04-26 2001-10-30 Railpower Technologies Corp. Hybrid battery/gas turbine locomotive
US6928972B2 (en) * 2001-01-31 2005-08-16 Csxt Intellectual Properties Corporation Locomotive and auxiliary power unit engine controller

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1998718A (en) * 1932-05-06 1935-04-23 Hedley Frank Transportation vehicle
US2541904A (en) * 1946-03-07 1951-02-13 Gen Motors Corp Electrical system on railroad car
GB754120A (en) * 1952-06-30 1956-08-01 Garrett Corp Air conditioning, and auxiliary electric and pneumatic power supply equipment and system
DE1055035B (de) * 1955-11-04 1959-04-16 Krauss Maffei Ag Anlage zum Erzeugen von Heizenergie in Diesellokomotiven
US5903116A (en) * 1997-09-08 1999-05-11 Capstone Turbine Corporation Turbogenerator/motor controller
US6064122A (en) * 1998-11-05 2000-05-16 Alliedsignal Power Systems Inc. Microturbine power of generating system including a battery source for supplying startup power

Also Published As

Publication number Publication date
CA2506306A1 (en) 2004-06-03
WO2004045936A1 (en) 2004-06-03
EP1562815A1 (de) 2005-08-17
US20060144284A1 (en) 2006-07-06
JP2006507175A (ja) 2006-03-02
AU2003288737A1 (en) 2004-06-15

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