Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
  • B61B3/00—Elevated railway systems with suspended vehicles
  • B61B3/02—Elevated railway systems with suspended vehicles with self-propelled vehicles
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
  • B61B7/00—Rope railway systems with suspended flexible tracks
  • B61B7/06—Rope railway systems with suspended flexible tracks with self-propelled vehicles
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
  • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
  • B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L50/00—Electric propulsion with power supplied within the vehicle
  • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
  • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61C—LOCOMOTIVES; MOTOR RAILCARS
  • B61C3/00—Electric locomotives or railcars
  • B61C3/02—Electric locomotives or railcars with electric accumulators
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
  • Y02T90/10—Technologies relating to charging of electric vehicles
  • Y02T90/12—Electric charging stations

Definitions

• the invention relates to a drive unit for a self-propelled carriage of a support structure similar to an elevated train.
• a self-propelled car is understood to mean a car which can be moved along the supporting structure with the aid of the drive unit, i.e. with the aid of its own drive. Both autonomously driving, i.e. driverless cars, and those that are controlled by a driver or operator are conceivable.
• the trolley can typically be used either to transport people or loads.
• the invention also relates to a self-propelled cart with a drive unit according to the invention, a support structure for a drive unit configured according to the invention or a corresponding self-propelled cart, and a transport system.
• a drive unit for a self-propelled car of an elevated track-like support structure with the features of the preamble of claim 1 is known.
• the known drive unit is characterized in that different stations or locations on a route system can be approached independently with it, for which purpose the drive unit has an electric motor for driving the self-propelled car.
• the drive unit is supplied with energy by means of a separate electrical conductor which, in the cited document, is designed or arranged in the cross section of the support cable as a component of the support structure.
• the drive unit according to the invention for a self-propelled car of an elevated track-like support structure with the features of claim 1 has the advantage that it allows autonomous operation of the drive unit or independent movement of the self-propelled drive unit, independently of an (external) energy supply formed by a support structure for the drive unit of the electric motor Car along a route even without an external power supply.
• This has the advantage that a self-propelled car equipped with the drive unit according to the invention can also drive on route sections which, for reasons of cost, do not have an (external) power supply via a conductor rail or the like on the support structure or, due to structural conditions, only have a relatively large amount of effort enable such power supply, for example in the area of the switch elements known from the prior art.
• the teaching of a drive unit according to the invention for a self-propelled vehicle suggests that the drive unit has at least one battery arranged within the drive unit, which is arranged between the at least one electric motor and the at least one contact element of the first energy supply and / or that a second energy supply is additionally provided for driving the at least one electric motor, the second energy supply comprising at least one battery arranged within the drive unit, and the at least one electric motor being directly with it contact can be made with the at least one contact element of the first energy supply and with the at least one battery of the second energy supply.
• the drive unit each has at least one battery: Either the at least one battery merely serves as a buffer between the contact element to the conductor, that is, the at least one electric motor always with the interposition of the Battery is driven, or a second energy supply with at least one battery is also provided within the drive unit, via which the electric motor is always driven when a direct energy transfer from the contact element to the electric motor is not possible, in particular due to a missing current conductor, so that the electric motor is supplied with energy by the at least one battery of the second energy supply.
• the first possibility has the advantage that, with simple means, for example in certain driving situations, higher currents or powers can be achieved than is possible via the current conductor alone.
• the second option has the advantage of protecting the battery, since it is only used when necessary.
• a battery is understood to mean, in particular, a rechargeable battery.
• the at least one battery can be charged by means of a charging device, the charging device being designed to interact at least indirectly with the current conductor on the support structure.
• a charging device the charging device being designed to interact at least indirectly with the current conductor on the support structure.
• a further advantageous embodiment provides that the drive unit has several, in particular two, electric motors that interact with different drive elements of the drive unit, the electric motors each being buffered or driven by at least one battery of their own.
• the batteries can in turn be charged via separate charging devices via the conductor on the support structure. This has the advantage that a redundant or particularly reliable energy supply is made possible, even if one of the electric motors or its battery should fail.
• detection means are provided which are designed to at least indirectly detect the presence of the current conductor on the support structure.
• detection means make it possible, in particular in connection with switching means, which switch the at least one electric motor of the drive unit in operative connection with at least one of the two power supplies as required, to effect a timely or needs-based switching process between the power supplies.
• the contact element which forms the connection of the at least one electric motor of the first energy supply with the conductor on the support structure:
• the at least one contact element of the first energy supply is designed as a mechanical current collector .
• Such a current collector can, for example, be brought into contact with the current conductor on the support structure or removed therefrom, for example by means of appropriate adjustment means Avoid damaging the pantograph on sections of the route where there is no conductor.
• the at least one contact element of the first energy supply is designed as a contact element operating for inductive energy transmission.
• the energy transfer is therefore mechanically contactless and therefore also wear-free.
• the invention further comprises a self-propelled carriage for a superstructure-like support structure with a drive unit according to the invention as described so far and a gondola connected to the drive unit.
• the invention also includes a support structure for drive units designed according to the invention, the support structure having a support device, in particular in the form of at least one support rail or a support rope for forming a route or a route section along which a self-propelled carriage can be moved by means of its drive unit according to the invention, with Furthermore, a current conductor is arranged on the carrier device, which conductor interacts with the contact element of the first energy supply of the drive unit.
• the support structure according to the invention is characterized in that the route has at least one route section on which there is no current conductor.
• identification means are provided on the route or the route section for identifying route sections having a conductor and / or route sections not having a conductor, and that the identification means can be detected by detection means of the drive unit of the drive unit.
• the invention also comprises a transport system, having a support structure described last, and a drive unit configured according to the invention or a corresponding self-propelled car.
• the transport system is characterized in that the identification means on the route or the route section and / or the detection means on the Drive unit are arranged or designed in such a way that the at least one electric motor of the drive unit is continuously supplied with energy by at least one of the two electric supplies.
• a corresponding identification means is arranged so that when the identification means is detected by means of the detection means of the drive unit, there is enough time to switch from the (external) first power supply to the to switch (internal) second energy supply in order to enable continuous, in particular jerk-free operation of the self-propelled car.
• Fig. 1 shows a simplified cross-section in the area of a support structure of a transport system with two parallel routes for self-propelled cars with gondolas
• FIG. 2 shows a simplified plan view of a partial area of a route network of the transport system
• a portion of a transport system 1000 for self-propelled cars 10 is shown.
• the transport system 1000 has an elevated track-like support structure 100 which, in the illustrated section of the transport system 1000, has, for example, two columns 101, 102 anchored in the ground, which are connected to one another by means of a cross member 103.
• two support rails 104, 105 arranged parallel and perpendicular to the plane of the drawing in FIG.
• support cables or similar elements can also be provided which are arranged in a stationary manner and along which the self-propelled carriages 10 can be moved.
• a drive unit 12 of the self-propelled carriage 10 is arranged within the cross section of the support rail 104, 105, on the underside of which a support arm 14, which is connected to a gondola 16, runs by way of example.
• Gondolas 16, which are used to transport people, are shown by way of example. It goes without saying that it is also within the scope of the invention to design self-propelled wagons 10 or to equip them with gondolas 16 such that they are suitable for transporting loads.
• a conductor in the form of a conductor rail 18 is arranged, for example, at the level of the drive unit 12 of the self-propelled carriage 10.
• a busbar 18 is understood here to be an electrically conductive element which, in particular, has a rectangular cross section. It goes without saying that it is also within the scope of the invention to design the current conductor not in the form of a busbar 18, but in the form of a current cable or the like. It is only essential that the busbar 18 is part of a first energy supply 20, which forms an external energy supply for the self-propelled car 10. In FIG.
• a section of a route network of the transport system 1000 is shown in a greatly simplified manner, which has three route sections 50, 51 and 52 with support rails (not shown in detail). While the two route sections 51 and 53 are each designed in a straight line and form a single lane for self-propelled cars 10, the route section 52 is designed in the form of a 90 ° curve. It is essential that busbars 18 are only provided on the two route sections 51 and 53 in order to enable the self-propelled car 10 to be supplied with energy via the drive unit 12. In contrast, no busbar 18 or a similar element of the first energy supply 20 is provided in the arcuate track section 52.
• identification means 55 are arranged, which are arranged in the area of the drive unit 12 of the self-propelled car 10 Detection means 56 recognizable in FIGS. 3 to 5 can be detected.
• the identification means 55 or detection means 56 make it possible to detect the (middle) route section 52 provided without a busbar 18 or to infer that it is approaching it before the self-propelled carriage 10 arrives in the area of the route section 52.
• the drive unit 12 has, for example, a housing 22, within which an electric motor 24 serving to drive the self-propelled vehicle 10 is arranged.
• the electric motor 24 acts via a transmission 26, for example, on at least one output shaft 28, which is for example at least indirectly connected to drive elements 30 in the form of drive rollers or the like, the drive elements 30 serving to drive the self-propelled carriage 10 along the support rails 104, 105 or to move along the route sections 51 to 53.
• a current collector 32 which is part of the first energy supply 20, can also be seen, wherein the current collector 32 can be moved in the direction of the double arrow 36 by means of an actuator 34 in order to bring it into mechanical and electrically conductive contact with the busbar 18 or from the Remove busbar 18.
• the current collector 32 it is also within the scope of the invention to bring the current collector 32 into contact with the busbar 18 even without an actuator 34.
• the current collector 32 is pressed by a spring element in the direction of the busbar 18, and a contact is always formed if the busbar 18 is at a sufficiently small distance. If no busbar 18 is provided, the current collector 32 is thus free and at a sufficiently large distance from the support rail.
• a type of ramp can then be provided for the current collector 32, for example, which presses the spring element together in order to subsequently be able to establish contact with the busbar 18.
• the electric motor 24 is supplied with energy directly via the current collector 32 and the busbar 18 of the first energy supply 20, in particular by the fact that the current collector 32, possibly with the interposition of electrical or electronic devices, not shown, with the electric motor 24 is (directly) connected, which is to be expressed by the connection 33 shown in dashed lines.
• the drive unit 12 has a second energy supply 40 within the housing 22, which enables the drive unit 12 or the self-propelled car 10 to be operated independently of the first energy supply 20.
• the second energy supply 40 comprises, for example, a charging device with a charging device 42, which on the one hand can be contacted with the busbar 18 via the current collector 32, and which is used to charge a battery 44.
• the battery 44 is in turn connected to the electric motor 24 in a manner similar to the current collector 32.
• the second energy supply 40 makes it possible in the area of route sections 52 in which there are no busbars 18 to supply the self-propelled carriage 12 or the electric motor 24 with energy.
• a switchover from the first energy supply 20 to the second energy supply 40 takes place by means of control means (not shown), in particular when route sections 52 are recognized in which no busbars 18 are present. In particular, such a recognition takes place by means of the addressed identification means 55 and the detection means 56.
• the electric motor 24 is always and exclusively connected to the battery 44, so that the electric motor 24 is always supplied with energy from the battery 44 or the second energy supply 40. This is to be expressed by the connection 33a shown in dashed lines.
• the battery 44 thus serves as a buffer.
• FIG. 4 shows a drive unit 12a which differs from the drive unit 12 according to FIG. 3 in that instead of a current collector 32 as a contact element to the busbar 18, an induction element in the form of an induction loop 46 is provided.
• the induction loop 46 enables a contact-free transfer of energy to the busbar 18, which in this case is also designed to enable an inductive transfer of energy.
• a drive unit 12b is shown in FIG. 5, which differs from the drive unit 12a in that the two power supplies 20 and 40 are each designed to drive separate electric motors 47, 48, for example two electric motors 47, 48, which are operated by means of each of a separate gear 26 with different drive shafts 28 and drive elements 30 interact.
• the two electric motors 47, 48 are each connected to separate batteries 49, 49a operated or supplied with energy by a separate charging device 42, 42a.
• Both charging devices 42, 42a of drive unit 12b are coupled to a common induction loop 46 for energy transmission from busbar 18.
• the energy supplies 20, 40 have been described in particular in the context of the drive of the self-propelled car 10.
• the energy supplies 20, 40 also serve to enable other or additional functions of the self-propelled vehicle 10, for example to carry out braking operations, to supply heating devices in the gondola 16 with energy, or to supply energy for

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• Engineering & Computer Science (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Life Sciences & Earth Sciences (AREA)
• Sustainable Development (AREA)
• Sustainable Energy (AREA)
• Power Engineering (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=74844908

Family Applications (1)

Country Status (7)

Family Cites Families (12)

• 2020
  • 2020-03-02 DE DE102020202616.5A patent/DE102020202616A1/de active Pending
• 2021
  • 2021-03-01 CA CA3169700A patent/CA3169700A1/en active Pending
  • 2021-03-01 JP JP2022552564A patent/JP7525628B2/ja active Active
  • 2021-03-01 KR KR1020227033576A patent/KR20220147653A/ko unknown
  • 2021-03-01 WO PCT/EP2021/055005 patent/WO2021175764A1/de active Application Filing
  • 2021-03-01 EP EP21708986.1A patent/EP4114707A1/de active Pending
  • 2021-03-01 US US17/801,598 patent/US20230129654A1/en active Pending

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