EP4711230A1

EP4711230A1 - Railway vehicle with a compartment heating system, production method and use

Info

Publication number: EP4711230A1
Application number: EP24306509.1A
Authority: EP
Inventors: Marek Kubis; David Drahos; Markus Dr. Vogelsberger
Original assignee: Alstom Holdings SA
Current assignee: Alstom Holdings SA
Priority date: 2024-09-13
Filing date: 2024-09-13
Publication date: 2026-03-18

Abstract

It is proposed a railway vehicle, comprising
- an electric traction motor,
- a gearbox, configured to transmit a traction torque from the electric traction motor to a drive wheel of the railway vehicle,
- a first heat exchanger, arranged in and/or on the gearbox and/or connected to a gearbox oil circuit, wherein the first heat exchanger is configured to transmit waste heat of the gearbox to a fluid stream,
- a second heat exchanger, configured to transmit heat from the fluid stream to a passenger compartment and/or driver compartment of the railway vehicle,
- a circulation duct system, configured to circulate the fluid stream between the first heat exchanger and the second heat exchanger.

Furthermore, a production method and a use of the railway vehicle according to the invention are proposed.

Description

The invention relates to a railway vehicle with a compartment heating system, a production method for such a railway vehicle and a use of such a railway vehicle to heat the compartment of the railway vehicle.
Modern electric railway vehicles - particularly such railway vehicles that do not comprise a combustion engine, such as railway vehicles supplied with electrical energy only from an overhead contact line and/or an accumulator or railway vehicles that comprise an air cooled electric engine - comprise passenger compartment and/or driver compartment heating systems that are operated by using waste heat from (electric) traction motors and/or electrical energy. Waste heat of a combustion engine may not be available. Particularly in cold times of the year and/or in cold areas, waste heat from (electric) traction motors alone may not be sufficient to heat up passenger and/or compartments to a desired temperature level. The heat generation may furthermore not be sufficiently continuous (for example due to different load cycles).
Therefore, using high amounts of electrical energy may be necessary to reach the desired temperature level, for example by using heat pumps. Using high amounts of electrical energy, however, is cost-intensive and can be ecologically harmful.
It is an object of the present invention to propose a railway vehicle with improved heat generation for a passenger compartment and/or driver compartment of the railway vehicle, wherein heat generation should particularly be improved with regard to sustainability, continuity and cost-efficiency.
The objects are solved according to the invention by a railway vehicle according to claim 1, a production method of such a railway vehicle according to claim 6 and a use of such a railway vehicle according to claim 7.
According to a general idea of the invention, waste heat of a gearbox of an electric traction system of a railway vehicle is used to heat a passenger compartment and/or driver compartment of the railway vehicle. Waste heat in the gearbox is produced by engaging gears of the gearbox (particularly load dependent) and by rotating bearings (particularly speed dependent) of the gearbox. The waste heat can be transported to the passenger compartment and/or driver compartment via a fluid stream, particularly consisting of a heat transfer fluid. The fluid stream can circulate in a circulatory channel system, or, in other words, a circulation duct system. Circulation of the fluid stream can be driven by a pump. The pump can be controlled by a control system being configured to take into account a temperature of gearbox oil and a temperature in the passenger compartment and/or driver compartment. A reservoir can be provided in the circulation duct system.
Particularly, it is proposed a railway vehicle, comprising

an electric traction motor,
a gearbox, configured to transmit a traction torque from the electric traction motor to a drive wheel of the railway vehicle,
a first heat exchanger, arranged in and/or on the gearbox and/or connected to a gearbox oil circuit, wherein the first heat exchanger is configured to transmit waste heat of the gearbox to a fluid stream,
a second heat exchanger, configured to transmit heat from the fluid stream to a passenger compartment and/or driver compartment of the railway vehicle,
a circulation duct system, configured to circulate the fluid stream between the first heat exchanger and the second heat exchanger.

"At least one" has the same meaning as "one or a plurality". The terms "in part" or "partially" or "at least partially" have the same meaning as "partially or wholly". In the following, features may sometimes be described in the singular. Such a description alternatively or additionally includes a corresponding disclosure for a plurality of such features, if applicable, and vice versa. The word "on" is not limited to the meaning of "above", but can also mean "at", particularly and preferably with physical contact.
The railway vehicle particularly can be a locomotive or a traction wagon, for example of a tramway or a subway train or a light rail system or a regional train or an interregional train or a highspeed train. Particularly, the railway vehicle can be a railway vehicle without a combustion engine (which can, for example, serve as a drive for a generator and/or as a traction motor).
The electric traction motor can be, for example, a three-phase AC motor. The gearbox can be or comprise, for example, a single-stage gearbox, for example a bevel gearbox or a spiral bevel gearbox. The gearbox can alternatively be or comprise a multistage gearbox. The drive wheel can be driven by the electric traction motor via the gearbox and via a drive axle.
The first heat exchanger can be configured to allow passage of the fluid stream therethrough. The first heat exchanger can comprise channels and/or pipes to allow passage of the fluid stream therethrough. The waste heat can be taken from the gearbox oil directly. The first heat exchanger can be configured to allow passage of the gearbox oil therethrough. The first heat exchanger can comprise channels and/or pipes to allow passage of the gearbox oil (or, in other words, a stream of the gearbox oil) therethrough. The first heat exchanger can be integrated and/or part of in the gearbox oil circuit. This configuration is beneficial, because waste heat can be transmitted to the fluid stream with a high efficiency.
Alternatively or additionally, the first heat exchanger can be at least partially in physical contact, particularly in direct and/or planar contact, with a housing of the gearbox. Alternatively or additionally, the first heat exchanger can be arranged inside the housing.
Waste heat of the gearbox can mean thermal energy generated in the gearbox, particularly during an operation (a rotation and/or a torque transmission) of the gearbox.
The fluid stream can be a heat transfer fluid stream. Another term to be used for the fluid stream can be a fluid flow. The fluid of which the fluid stream consists can by a heat transfer fluid. The heat transfer fluid can be or comprise, for example, water or an alcohol-water solution or a salt-water-solution or a thermal oil or a gas, for example air.
The second heat exchanger can transmit heat from the fluid stream directly or indirectly to the passenger compartment and/or driver compartment. If there are fluid stream to a passenger and a driver compartment, there may optionally be separate second heat exchangers. The second heat exchanger can be configured to allow passage of the fluid stream therethrough. The second heat exchanger can comprise channels and/or pipes to allow passage of the fluid stream therethrough. The second heat exchanger can be configured to allow passage of an air stream therethrough, wherein the air stream can be guided into the passenger compartment and/or driver compartment after passing through the second heat exchanger. The second heat exchanger can comprise channels and/or pipes to allow passage of the air stream therethrough. The second heat exchanger can transmit heat from the fluid stream indirectly to the passenger compartment and/or driver compartment, for example via a second fluid stream, that can be a heat transfer fluid stream, wherein the second fluid stream can, for example, transport heat to heating elements. The second heat exchanger can thus be configured to allow passage of the second fluid stream of a heating system for the passenger compartment and/or driver compartment. The second heat exchanger can comprise channels and/or pipes to allow passage of the second fluid stream therethrough.
The circulation duct system can comprise a closed loop (or, in other words) a closed circle of ducts. A duct can be, for example, a pipe or a channel. The circulation duct system can be integrated in and/or fixed at a railway vehicle body and/or be integrated into an interior paneling of the railway vehicle. It can be arranged between the gearbox (which can be, particularly, integrated in a floor section and/or a bogie of the railway vehicle) and a wall section and/or a roof section and/or a floor section of the railway vehicle body. The circulation duct system can additionally be extended over a plurality of connected railway vehicles, for example by using couplings allowing for fluid connections over a plurality of connected railway vehicles.
The presented inventive railway vehicle is advantageous, since heat generation for the passenger compartment and/or driver compartment is realized in a sustainable and cost-efficient way. Electrical energy, which otherwise would be necessary for heating, is saved. Since waste heat from the gearbox is (in contrast to waste heat from a traction motor) available regardless of a load situation, continuity is improved. Furthermore, the inventive railway vehicle allows for additional oil cooling. Therefore, gearbox overheating situations (and thus shortening of oil lifetime and gearbox components lifetime) are additionally prevented. Oil exchange intervals, lifetimes particularly of bearings, gears and sealings (and other components of the gearbox) are prolonged.
Not as part of the presented invention, it is disclosed using a system of a gearbox, a first heat exchanger, a second heat exchanger and a circulation duct system (as described for the railway vehicle and according to all the herein presented embodiments) for vehicles in general, particularly agricultural vehicles, mining vehicles, transport vehicles (for example busses, trucks), and also wind power plants, wherein heat from a gearbox can be used

to heat a passenger compartment and/or driver compartment and/or
to generate mechanical energy (for example by using a Stirling engine or a Rankine cycle) and/or electrical energy (for example by using the mechanical energy to drive a generator) and/or
to heat another part of the described vehicle or wind power plant, respectively.

In an advantageous embodiment of the railway vehicle according to the invention,
the circulation duct system comprises a pump, wherein the pump is configured to drive a circulation of the fluid stream in the circulation duct system, wherein the pump is connected to a control system that is configured to deactivate the pump or reduce an operation speed of the pump

if a temperature of gearbox oil of the gearbox is below a first threshold value and/or,
if heating of the passenger compartment and/or driver compartment is unnecessary or should be reduced,

The pump can be arranged as a part of the circulation duct system in a way that pumping movements of the pump drive the circulation of the fluid stream inside the circulation duct system. The control system can comprise a computing unit. The control system can comprise a switch. The control system and, optionally, the switch can additionally be manually controllable. The control system and, optionally, the switch can be configured to turn on, turn off and/or to change the operation speed of the pump to a desired speed. The control system can be configured to optionally allow manual controlling of the pump.
The control system can be directly or indirectly connected to the temperature sensor. The temperature sensor can be provided particularly in or on a gearbox oil circuit. A measured value of the temperature sensor can be used by the control system. The control system can allow or contribute to an automatic control of the temperature of the gearbox oil.
The first threshold value can be a predefined value. It can be a fixed value or, alternatively, for example, a predefined value of a characteristic diagram. The characteristic diagram can be designed to define relations between the first threshold value and a desired temperature in the passenger compartment and/or driver compartment and/or in the gearbox and/or of the gearbox oil. A further temperature sensor in the passenger compartment and/or driver compartment can be provided. Measured values of the temperature sensor and the further temperature sensor can be used by the control system, with regard to determining the first threshold value and/or with regard to determining, if the heating of the passenger compartment and/or driver compartment is unnecessary or should be reduced. The control system can allow or contribute to an automatic temperature control of the passenger compartment and/or driver compartment.
Heating of the passenger compartment and/or driver compartment can be unnecessary or should be reduced if, for example,

a temperature of the passenger compartment and/or driver compartment is above a second threshold value, wherein the second threshold value can be, for example, predefined or taken from a characteristic diagram or predefined by a user input,
an ambient temperature of the railway vehicle is above a third threshold value, wherein the third threshold value can be, for example, predefined or taken from a characteristic diagram or predefined by a user input.

If heating of the passenger compartment and/or driver compartment is unnecessary or should be reduced, other heating systems available in the railway vehicle can be shut off before shutting off heating via the circulation duct system.
The control system can be additionally configured to activate the pump or to raise the operation speed of the pump

if a temperature of the gearbox oil is above a fourth threshold value and/or,
if heating of the passenger compartment and/or driver compartment is necessary or should be increased.

Heating or an increase of heating of the passenger compartment and/or driver compartment can be necessary if, for example,

a temperature of the passenger compartment and/or driver compartment is below a fifth threshold value, wherein the fifth threshold value can be, for example, predefined or taken from a characteristic diagram or predefined by a user input,
an ambient temperature of the railway vehicle is below a sixth threshold value, wherein the sixth threshold value can be, for example, predefined or taken from a characteristic diagram or predefined by a user input.

A fluid temperature sensor can furthermore be provided. It can be configured to measure a temperature of the fluid stream, for example, just before reaching the second heat exchanger. A further fluid temperature sensor can furthermore be provided. It can be configured to measure a temperature of the fluid stream, for example, just before reaching the first heat exchanger. Measured data of the fluid temperature sensor and/or the further fluid temperature sensor can be used by the control system to control an operation of the pump (control the pump speed and/or turning on and/or turning off the pump).
The presented embodiment of the invention provides a way to provide convenient (and precisely adjusted and therefore sustainable and cost-efficient) heating by using waste heat from the gearbox in a way that prevents overheating of the passenger compartment and/or driver compartment and, on the other hand, in a way that prevents potentially harmful low temperatures (or too long durations of warming up of the gearbox oil and/or the gearbox) of the gearbox oil and/or the gearbox in operation.
In an advantageous embodiment of the railway vehicle according to the invention

a pressure sensor is provided in the circulation duct system, configured to measure a pressure in the circulation duct system,

Reference is particularly made to the comments above, particularly on the embodiment presented directly above, particularly with regard to control system of the embodiment presented directly above (which can be the same control system as the further control system of the embodiment presented here or another control system). The presented embodiment can be an addition to the embodiment presented directly above.
The control system can comprise a characteristic diagram as a control rule. The characteristic diagram can at least comprise relations between

measuring results of the temperature sensor and/or
measuring results of the pressure sensor and
desired operation speeds of the pump.

A desired pressure in the circulation duct system can depend on a temperature of the fluid of the fluid stream. If the temperature of the fluid is low, a higher pressure in the circulation duct system may be necessary to provide a desired heating of the passenger compartment and/or driver compartment. The control system can be configured to set a higher operation speed of the pump in this case. On the opposite, if the temperature of the fluid is high, a lower pressure in the circulation duct system may be sufficient to provide a desired heating of the passenger compartment and/or driver compartment. The control system can be configured to set a lower operation speed of the pump in this case.
Furthermore, the pressure sensor allows for detecting a leakage of fluid in the circulation duct system. Such a leakage can manifest in a sudden pressure loss. The control system can be configured to perform an emergency shut-off the pump in a case of such a leakage.
Controlling the operation speed of the pump by using measuring results of the pressure sensor provides a further (and at least partially redundant) way to provide convenient (and precisely adjusted and therefore sustainable and cost-efficient) heating by using waste heat from the gearbox in a way that prevents overheating or too low temperatures of/in the passenger compartment and/or driver compartment. Furthermore, safety of the pump and the circulation duct system and the gearbox is improved, since measuring pressure values easily allows for to detecting leakages. Since such a leakage also can result in higher temperatures in the gearbox, a detection of such a leakage can also be used to protect the gearbox from potentially damaging high temperatures, for example, by limiting a maximum speed of the railway vehicle or by prohibiting a use of the railway vehicle.
In an advantageous embodiment of the railway vehicle according to the invention

a thermal energy conversion device is provided that is connected with the circulation duct system and/or the second heat exchanger and configured to convert thermal energy from the fluid stream into mechanical energy, wherein the thermal energy conversion device is configured to power a consumer of mechanical energy of the railway vehicle.

The thermal energy conversion device can be, for example, a Stirling engine or a device using a Rankine cycle.
The consumer of mechanical energy can, for example, be

a generator to generate electrical energy, wherein the generator can be connected to a consumer of electrical energy on board the railway vehicle (for example an accumulator that is configured to power electrical devices on board the railway vehicles, for example fans or lights or displays, or an electrical device like a fan or a light).
a fan, for example a fan of a heating system for the passenger compartment and/or driver compartment.

The presented embodiment can increase sustainability of the railway vehicle, since mechanical and/or electrical energy, which otherwise would have to be generated from a supply (overhead contact line, generator, accumulator etc.) is generated from the waste heat of the gearbox.
In an advantageous embodiment of the railway vehicle according to the invention
a reservoir is provided in the circulation duct system, wherein the reservoir contains fluid of the fluid stream.
The reservoir allows, particularly, when a pump is provided, to maintain a predefined pressure in the circulation duct system. A control system can be provided which is configured to control an inflow and an outflow of the fluid of the fluid stream into or out of the reservoir. Reference is made to the embodiments presented above, particularly with respect to those embodiment in which a pressure sensor and/or a control system (such a control system can be extended to control the inflow and the outflow into or out of the reservoir) is provided. The predefined pressure can be a controlled variable. Results of the pressure sensor in the circulation duct system, if provided, can be used.
The presented embodiment improves reliability and adaptability of fluid circulation. Heat transfer capabilities of the presented embodiment can be improved.
Additionally, a production method of a railway vehicle according to the invention is proposed, comprising the following steps:

providing a first heat exchanger in and/or on a gearbox of the railway vehicle and/or connecting it to a gearbox oil circuit, wherein the first heat exchanger is configured to transmit waste heat of the gearbox to a fluid stream,
providing a second heat exchanger, configured to transmit heat from the fluid stream to a passenger compartment and/or driver compartment of the railway vehicle,
integrating a circulation duct system, configured to circulate the fluid stream between the first heat exchanger and the second heat exchanger,
providing a fluid, particularly a heat transfer fluid, and filling it into the circulation duct system.

Additionally, the railway vehicle (still without the first heat exchanger, the second heat exchanger and the circulation duct system) can be provided as a step in advance.
With regard to the production method, reference is made completely to all of the presented embodiments, descriptions and advantages of the railway vehicle according to the invention and vice-versa. The production method can be used to produce all embodiments of the railway vehicle according to the invention at least partially.
Additionally, a use of a railway vehicle according to the invention is proposed,

wherein the railway vehicle comprises an electric traction motor and a gearbox that is configured to transmit a traction torque from the electric traction motor to a drive wheel of the railway vehicle,
to heat a passenger compartment and/or driver compartment of the railway vehicle by using
- a first heat exchanger, arranged in and/or on the gearbox and/or connected to a gearbox oil circuit, wherein the first heat exchanger is configured to transmit waste heat of the gearbox to a fluid stream,
- a second heat exchanger, configured to transmit heat from the fluid stream to the passenger compartment and/or driver compartment of the railway vehicle,
- a circulation duct system, configured to circulate the fluid stream between the first heat exchanger and the second heat exchanger.

With regard to the use of the railway vehicle according to the invention, reference is made completely to all of the presented embodiments, descriptions and advantages of the railway vehicle according to the invention and vice-versa. The use can refer to all embodiments of the railway vehicle according to the invention.
Exemplary embodiments of the invention will now be described with reference to the accompanying drawing. The individual figures of the drawing show:

Fig. 1: a schematic illustration of a railway vehicle according to the invention.

Fig. 1 shows a schematic illustration of a railway vehicle 1 according to the invention. The railway vehicle 1 is a traction wagon of a tramway. The railway vehicle 1 comprises an electric traction motor 2 and a gearbox 3. A torque of the electric traction motor 2 can be transmitted via the gearbox 3 to a drive axle comprising a drive wheel 10. A first heat exchanger 4 is provided on the gearbox 3. The first heat exchanger 4 is in planar physical contact with a housing of the gearbox 3. Furthermore, a gearbox oil circuit 12 is provided as part of the gearbox 4. The first heat exchanger 4 is connected to the gearbox oil circuit 12 in a way that circulating gearbox oil passes through the first heat exchanger 4.
The first heat exchanger 4 thus has a function of an oil cooler of the gearbox 12 and is configured in a way that the gearbox oil can pass through it. Furthermore, a circulation duct system 6 is provided in which a fluid stream 7 (depicted as an arrow in a circulation direction) circulates (that means flows repeatedly along the circular duct system). The first heat exchanger 4 is configured in a way that the fluid stream 7 can pass through it, wherein heat can be transmitted from the gearbox oil (and also from the housing) to the fluid stream 7. After passing the first heat exchanger 4, the fluid stream 7 continues streaming in the circulation duct system 6, which is in fluid connection with the first heat exchanger 4.
The gearbox oil circuit 12 comprises a temperature sensor 13 for measuring a temperature of the gearbox oil after passing through the first heat exchanger 4. The temperature sensor 13 is connected via a wired signal data line (shown by means of a dashed line) to a control system 16.
The circulation duct system 6 comprises a reservoir 9, a pump 8. Furthermore, a pressure sensor 19 and a fluid temperature sensor 15 are provided on it. The pump 8 is connected via a wired signal data line (shown by means of a dashed line) to the control system 16, wherein the wired signal data line is configured to allow controlling of the pump 8 by the control system 16. The pump 8 is configured in a way that it can be controlled by the control system 16. The pressure sensor 19 is connected via a wired signal data line (shown by means of a dashed line) to the control system 16. The fluid temperature sensor 15 is connected via a wired signal data line (shown by means of a dashed line) to the control system 16. A passenger compartment 11 is provided in the railway vehicle 1. In the passenger compartment 11, a further temperature sensor 14 is provided. The further temperature sensor 14 is connected via a wired signal data line (shown by means of a dashed line) to the control system 16. As an alternative, wireless data connections instead of wired signal data lines can be provided at least partially.
In the passenger compartment 11, a second heat exchanger 5 is provided. The second heat exchanger 5 is configured in a way that the fluid stream 7 can pass through it, wherein heat can be transmitted from the fluid stream 7 into the passenger compartment 11, or, more exactly, into air inside the passenger compartment. By this, the passenger compartment 11 is heated. After passing the second heat exchanger 5, the (now colder) fluid stream 7 continues streaming into the circulation duct system 6, which is in fluid connection with the first heat exchanger 4 in which it is heated again.
On the second heat exchanger 5, a Stirling engine 17 is placed, which is in planar physical contact with the second heat exchanger 5. The second heat exchanger 5 is configured in a way that heat from the fluid stream 7 is transmitted partly to the Stirling engine 17. The Stirling engine 17 is used to power a fan 18 that is arranged inside the passenger compartment 11. The fan 18 is configured to distribute air, particularly air that is heated by the heat exchanger 5 in the passenger compartment 11. By this, heating of the passenger compartment 17 is improved. The Stirling engine 17 can optionally be (not shown) controlled by the control system 16. The Stirling engine 17 is a thermal energy conversion device which converts thermal energy into mechanical energy. The fan 18 is a consumer of mechanical energy.
The control system 16 is configured to receive measured temperatures (that means generally: temperature values) from

the temperature sensor 13,
the further temperature sensor 14,
the fluid temperature sensor 15 and
measured pressure values from the pressure sensor 19.

The control system 16 comprises a computing unit (that can comprise an input device, an output device, a data memory like a hard drive or a solid state drive, a working memory and a processor). The control system 16 can have a user interface to allow user inputs, for example of a desired temperature of the passenger compartment 11 or of a desired gearbox oil temperature.
Furthermore, the control system 16 comprises a characteristic diagram which comprises relations between temperatures measured by the temperature sensor 13 (temperature of the gearbox oil), the further temperature sensor 14 (temperature in the passenger compartment 11), the fluid temperature sensor 15 (temperature of the fluid stream) and pressure values measured by the pressure sensor 19 and a desired operation speed of the pump 8. Furthermore, conditions under which the pump 8 should be shut off or shut on are given in the characteristic diagram. By this, operation of the pump 8 can be controlled by the control system 16. Additionally, a characteristic diagram relating to said data and an operating state ("on" or "off" or a speed) of the Stirling engine can be provided in the control system 16. By this, the Stirling engine 17 can be controlled optionally. The Stirling engine 17 can be configured to be controlled.
The railway vehicle 1 can be configured in a way that heat of one ore more further gearboxes (not shown) of the railway vehicle 1 can be used the same way as described above for the gearbox 3, particularly

by using the circulation duct system 6 or one ore more further circulation duct system/-s (with needed further devices as described above, for example a further second heat exchanger for each further circulation duct system) and
by using a further first heat exchanger for each further gearbox.

Reference signs:

1: railway vehicle
2: electric traction motor
3: gearbox
4: first heat exchanger
5: second heat exchanger
6: circulation duct system
7: fluid stream
8: pump
9: reservoir
10: drive wheel
11: passenger compartment
12: gearbox oil circuit
13: temperature sensor (temperature of gearbox oil)
14: further temperature sensor (temperature in passenger compartment)
15: fluid temperature sensor (temperature in fluid stream)
16: control system
17: Stirling engine
18: fan
19: pressure sensor

Claims

A railway vehicle (1), comprising
- an electric traction motor (2),

- a gearbox (3), configured to transmit a traction torque from the electric traction motor (2) to a drive wheel (10) of the railway vehicle (1),

- a first heat exchanger (4), arranged in and/or on the gearbox (3) and/or connected to a gearbox oil circuit (12), wherein the first heat exchanger (4) is configured to transmit waste heat of the gearbox (3) to a fluid stream (7),

- a second heat exchanger (5), configured to transmit heat from the fluid stream (7) to a passenger compartment (11) and/or driver compartment of the railway vehicle (1),

- a circulation duct system (6), configured to circulate the fluid stream (7) between the first heat exchanger (4) and the second heat exchanger (5).
The railway vehicle (1) according to claim 1, characterized in that the circulation duct system (6) comprises a pump (8), wherein the pump (8) is configured to drive a circulation of the fluid stream (7) in the circulation duct system (6), wherein the pump (8) is connected to a control system (16) that is configured to deactivate the pump (8) or reduce an operation speed of the pump (8)
- if a temperature of gearbox oil of the gearbox (3) is below a first threshold value and/or,

- if heating of the passenger compartment (11) and/or driver compartment is unnecessary or should be reduced,
wherein a temperature sensor (13) is provided in or on the gearbox (3), configured to measure the temperature of the gearbox oil.
The railway vehicle (1) according to claim 1 or 2, characterized in that
- a pressure sensor (19) is provided in the circulation duct system (6), configured to measure a pressure in the circulation duct system (6),
wherein a further control system is configured to control an operation speed of the pump (8) by using measuring results of the pressure sensor (19).
The railway vehicle (1) according to any one of claims 1-3, characterized in that
- a thermal energy conversion device (17) is provided that is connected with the circulation duct system (6) and/or the second heat exchanger (5) and configured to convert thermal energy from the fluid stream (7) into mechanical energy, wherein the thermal energy conversion device (17) is configured to power a consumer of mechanical energy (18) of the railway vehicle (1).
The railway vehicle (1) according to any one of claims 1-4, characterized in that a reservoir (9) is provided in the circulation duct system (6), wherein the reservoir (9) contains fluid of the fluid stream (7).
A production method of a railway vehicle (1) according to any one of claims 1-5, comprising the following steps:
- providing a first heat exchanger (4) in and/or on a gearbox (3) of the railway vehicle (1) and/or connecting it to a gearbox oil circuit (12), wherein the first heat exchanger (4) is configured to transmit waste heat of the gearbox (3) to a fluid stream (7),

- providing a second heat exchanger (5), configured to transmit heat from the fluid stream (7) to a passenger compartment (11) and/or driver compartment of the railway vehicle (1),

- integrating a circulation duct system (6), configured to circulate the fluid stream (7) between the first heat exchanger (4) and the second heat exchanger (5),

- providing a fluid, particularly a heat transfer fluid, and filling it into the circulation duct system (6).
Use of a railway vehicle (1) according to any one of claims 1-5,
wherein the railway vehicle (1) comprises an electric traction motor (2) and a gearbox (3) that is configured to transmit a traction torque from the electric traction motor (2) to a drive wheel (10) of the railway vehicle (1),

to heat a passenger compartment (11) and/or driver compartment of the railway vehicle (1) by using
- a first heat exchanger (4), arranged in and/or on the gearbox (3) and/or connected to a gearbox oil circuit (12), wherein the first heat exchanger (4) is configured to transmit waste heat of the gearbox (3) to a fluid stream (7),

- a second heat exchanger (5), configured to transmit heat from the fluid stream (7) to the passenger compartment (11) and/or driver compartment of the railway vehicle (1),

- a circulation duct system (6), configured to circulate the fluid stream (7) between the first heat exchanger (4) and the second heat exchanger (5).