FR3113882A1 - Railway station for energy recharging of an auxiliary vehicle for the energy supply of a locomotive - Google Patents

Abstract

Railway station for energy recharging of an auxiliary vehicle for energy supply of a locomotive The invention relates to a railway station (20) for energy recharging of an auxiliary vehicle (18, 26, 30) for energy supply of a a locomotive (16) of a railway convoy (14), the railway station simultaneously comprising at least a first zone (22) dedicated to the deposit of at least one substantially energy-discharged auxiliary vehicle (18), and at least a second zone ( 24) dedicated to connecting at least one substantially energetically charged auxiliary vehicle (26) to said locomotive (16). Figure for abstract: Figure 1

Description

Railway station for the energy recharging of an auxiliary vehicle for the energy supply of a locomotive

The present invention relates to a railway station for energy recharging of an auxiliary vehicle for supplying energy to a railway convoy locomotive.

The present invention also relates to a rail system comprising a rail network and a set of rail convoys, at least one of said rail convoys of said set comprising a locomotive and an auxiliary vehicle for supplying energy to said locomotive.

The present invention also relates to a method for rail reloading of an auxiliary vehicle for supplying energy to a rail convoy locomotive.

In the railway field, it is known to place after a locomotive (i.e. motor) an auxiliary vehicle to supply clean energy to supply it, to guarantee its autonomy, in particular in the absence of a catenary.

By auxiliary vehicle for supplying energy to a railway convoy locomotive, we mean in particular a locomotive tender, which as it is used to supply energy to the locomotive (i.e. driving force) is capable of partially unloading or even totally, the storage capacity of a tender being limited.

A rail convoy comprises a plurality of vehicles coupled to each other. Among the set of railway convoys considered, the plurality of vehicles of at least one of said railway convoys comprises a vehicle corresponding to a locomotive and an auxiliary vehicle for supplying energy to the locomotive, the locomotive and the auxiliary vehicle being specific to be attached to each other.

To remedy this, it is possible to implement recharging by the locomotive itself when it is running by recovering energy during the braking phases, and/or during the traction phases by using the energy remaining corresponding to the difference between the energy necessary for traction of the locomotive and the maximum energy to be supplied by catenary, and/or it is possible to use a station or recharging area.

However, these solutions are not entirely satisfactory. Indeed, the current solutions for energy recharging of an auxiliary vehicle for supplying energy to a locomotive (i.e. tender), when it comes to the solution of recharging by the locomotive itself, do not allow a total reloading (the reloading energy available during the mission being limited) or do not allow reloading outside the activation period of the locomotive, or require the tender to be immobilized until reloading.

An objective of the present invention is to improve the availability of railway convoys and therefore the availability of the source of energy supplying the locomotive of said convoy, namely the auxiliary vehicle for supplying energy to the locomotive (i.e. tender ) while guaranteeing optimal reloading.

To this end, the subject of the invention is a railway station for the energy recharging of an auxiliary vehicle for supplying energy to a railway convoy locomotive comprising:

- at least a first zone dedicated to the deposit of at least one auxiliary vehicle substantially energy-discharged,

- an energy recharging system for each auxiliary vehicle, and

- at least a second zone dedicated to the connection to said locomotive of at least one auxiliary vehicle substantially charged with energy.

The railway energy recharging station according to the invention may comprise one or more of the following characteristics, taken separately or in any technically possible combination:

- the station further comprises at least a third zone dedicated to recharging at least one auxiliary vehicle energetically at least partially discharged, the third zone comprising the energy recharging system;

- Said railway station is configured to provide an energy recharge at least partially composed of dihydrogen;

- at least one of said first, second and third zones comprises at least one floor marking associated with the role to which said zone is dedicated;

- Said first, second and third zones are interchangeable in role;

- the railway station comprises at least one signage capable of identifying the role of each of said first, second and third zones and/or capable of representing the charge level of each auxiliary energy supply vehicle parked within said railway station;

- each of said first, second and third zones is configured to provide at least one type of energy recharging of said auxiliary supply vehicle belonging to the group comprising:

- reloading by catenary,

- recharging by a third rail dedicated to energy charging,

- magnetic reloading,

- reloading by means of a ground feed system,

- recharging by manual connection to a source of electrical energy,

- recharging by filling with dihydrogen,

- reloading by replacement of the dihydrogen storage element.

The invention also relates to a railway system comprising a railway network and at least one set of railway convoys, at least one of said railway convoys of said set comprising a locomotive and an auxiliary vehicle for supplying energy to said locomotive, the system comprising at least one rail energy recharging station as described above.

The railway system according to the invention may include one or more of the following characteristics, taken separately or in any technically possible combination:

- said auxiliary energy supply vehicle is capable of supplying a single type of energy or at least two distinct types of energy;

- said auxiliary energy supply vehicle comprises an external indicator of its charge level.

These characteristics and advantages of the invention will appear more clearly on reading the following description, given solely by way of non-limiting example, and made with reference to the appended drawings, in which:

FIG. 1 is a schematic representation of a railway energy recharging station according to the invention;

FIG. 2 is a schematic representation of the high voltage power supply suitable for being supplied by an energy recharging system of the railway station according to the invention according to various examples of recharging modes.

A railway energy recharging system 10 according to the invention is illustrated in FIG. 1, and comprises a railway network of which a main circulation route 12 is represented, and comprises at least one set of railway convoys 14, at least one of said railway convoys 14 of said assembly comprising a locomotive 16 and an auxiliary vehicle 18 for supplying energy to said locomotive 16.

According to the present invention, the system 10 further comprises at least one railway station 20 for energy recharging.

The railway station 20 comprises at least a first zone 22 dedicated to the deposit of at least one substantially energy-discharged auxiliary vehicle 18, an energy recharging system illustrated in FIG. 2, and at least a second zone 24 dedicated to the connection to said locomotive at least one substantially energetically charged auxiliary vehicle 26.

By "substantially unloaded" and by "substantially loaded" it is meant that a substantially loaded vehicle is more loaded than a substantially unloaded vehicle, for example that the level of charge of a substantially loaded vehicle is greater than 50% of the load maximum possible load, and that the charge level of a substantially unloaded vehicle is less than 50% of the maximum possible load. In other words, a substantially unloaded vehicle has a charge level below a predetermined charge threshold, and a substantially energetically charged vehicle has a charge level above this same predetermined charge threshold.

Thus, the railway station 20 is a replacement station for a substantially energy-discharged auxiliary vehicle 18 left in the first zone 22, by a substantially energy-charged auxiliary vehicle 26 acquired in the second zone 24.

According to an optional additional aspect, the railway station 20 further comprises at least a third zone 28 dedicated to the recharging of at least one energetically at least partially discharged auxiliary vehicle 30 and comprising an energy recharging system not shown in FIG. 1 and illustrated next in Figure 2.

In FIG. 1, the load levels 32 of the auxiliary vehicle 18 currently supplying energy to the locomotive 16, of the substantially energy-charged auxiliary vehicle 26, and of the at least partially energy-discharged auxiliary vehicle 30 are shown.

More specifically, the level of charge 32 of the auxiliary vehicle 18 for the current energy supply of the locomotive 16 is low or even minimal, and potentially does not allow the locomotive 16 to carry out a subsequent mission. The charge level 32 of the substantially energetically charged auxiliary vehicle 26 is maximum, and the charge level 32 of the at least partially energetically discharged auxiliary vehicle 30 is between the charge level 32 of the auxiliary vehicle 18 of current energy supply of the locomotive 16 and the load level 32 of the substantially energetically charged auxiliary vehicle 26.

According to a particular optional aspect, the railway station 20 is configured to provide an energy refill at least partially composed of dihydrogen.

Indeed, according to the present invention, the auxiliary energy supply vehicle is capable of supplying a single type of energy or at least two distinct types of energy.

For example, at least one of the auxiliary energy supply vehicles 18, 26 or even 30 is a battery tender comprising a group of a predetermined number of batteries or accumulators arranged in series or in parallel, such as a battery of accumulators, capacitors, batteries, or even a chemical, electric, dry or liquid battery, or even a solar one.

According to another example, at least one of the auxiliary energy supply vehicles 18, 26 or even 30 is a hybrid tender suitable for supplying at least two distinct types of energy and comprises for example a battery part and a dihydrogen part.

According to a particular optional additional aspect, at least one of said first 22, second 24 and third 28 zones comprises at least one marking on the ground associated with the role to which said zone is dedicated.

More precisely, the first zone 22 dedicated to the deposit of at least one auxiliary vehicle substantially unloaded in energy comprises a marking allowing the driver of the locomotive 16 to optimize the pushing back, the stopping and the unloading of the unloaded tender 18 (i.e. substantially unloaded energetically).

The second zone 24, dedicated to the connection of at least one auxiliary vehicle substantially charged with energy 26, also comprises ground markings, in particular if the second zone 24 is adapted in length to contain several tenders in a row on the same lane if the constraints operating plans of the railway system 10 according to the present invention impose it during an upstream path study specifying the number of tenders and the associated total quantity of recharging energy to guarantee the smooth running of each mission. The marking associated with the connection role of at least one substantially energetically charged auxiliary vehicle 26 of the second zone 24 is then suitable for delimiting the waiting location of each substantially energetically charged auxiliary vehicle 26 following each other on the same track, and/or capable of delimiting the connection location where the locomotive 16 must be positioned for optimal connection.

The third zone 28 dedicated to reloading is also suitable for comprising a marking on the ground suitable for delimiting the immobilization location for reloading of each auxiliary vehicle energetically at least partially unloaded 30, in particular if several partially unloaded tenders 30 are immobilized there. following the others.

According to an optional and advantageous additional aspect, said first 22, second 24 and third 28 zones are interchangeable in role, and suitable for each comprising an energy recharging system or for each being connected to a single energy recharging system of the railway station such as than that shown in Figure 2.

In other words, depending on the needs, the first zone 22 instead of being dedicated to the deposit of at least one substantially energy-discharged auxiliary vehicle 18, is dedicated to the connection of at least one substantially energy-charged auxiliary vehicle 26, or is dedicated the reloading of at least one energetically at least partially discharged auxiliary vehicle 30.

Similarly, the second zone 24, instead of being dedicated to the connection of at least one substantially energetically charged auxiliary vehicle 26, is dedicated to the deposit of at least one substantially energetically discharged auxiliary vehicle 18 or to the recharging of at least an energetically at least partially discharged auxiliary vehicle 30.

Similarly, the third zone 28 instead of being dedicated to the recharging of at least one auxiliary vehicle energetically at least partially discharged 30, is dedicated to the deposit of at least one auxiliary vehicle substantially discharged energetically 18 or to the connection of at least a substantially energetically charged auxiliary vehicle 26.

Alternatively, the first zone 22 is both dedicated to the deposit of at least one auxiliary vehicle substantially energy-discharged 18 and then to the reloading of this deposited empty tender.

According to another particular complementary and optional aspect, the railway station 20 comprises at least one signage, not shown, suitable for identifying the role of each of said first 22, second 24 and third 28 zones and/or suitable for representing the level of charge of each auxiliary energy supply vehicle 26, 30 stationed within said railway station 20.

Alternatively, an operator of the railway station 20 or of a supervision platform, not shown, of the railway system 10 is capable of transmitting the reloading status and the location of each tender immobilized within it, the location of each tender and its immobilization time being known in real time from said supervision platform.

As an optional addition, each of said first 22, second 24 and third 28 zones are configured to provide at least one type of energy recharging of said auxiliary supply vehicle 18 belonging to the group comprising:

- reloading by catenary,

- recharging by a third rail dedicated to energy charging,

- magnetic reloading,

- reloading by means of a ground feed system,

- recharging by manual connection to a source of electrical energy,

- recharging by filling with dihydrogen,

- reloading by replacing the dihydrogen storage element, for example by standard exchange of dihydrogen cylinders for tender 18 of locomotive 16, in particular by means of a dedicated handling system.

Figure 2 is a schematic representation of the high voltage power supply suitable for being supplied by an energy recharging system of the railway station according to the invention according to different examples of recharging modes.

In FIG. 2, a line 34 of stabilized DC voltage, for example of a value equal to 1500 VDC, is represented and is suitable for being connected to at least one traction machine. In addition, the stabilized DC voltage line 34, a few meters in length depending on the size of the recharging area 28 or the number of tenders able to be recharged simultaneously in said area 28, is suitable for connection via a converter static 36 CVS to an energy storage element 38, for example capable of storing up to 1600 KWh weighing 18 tons and having a volume of the order of 20m ³ , contained in a tender 18 (ie auxiliary supply vehicle ) to be recharged according to the present invention.

Via the direct voltage line 34 and the static converter 36, the tender 18 once connected for example via connection of a switch as shown in FIG. 2, is capable of being recharged, via a traction transformer 40 TFP, by a set 42 of catenaries capable of supplying different recharging voltages following a manual lifting action of the corresponding pantograph, in particular 25,000 VAC and 15,000 VAC via the traction transformer 40 TFP when the line 34 of stabilized DC voltage is for example with a value equal to 1500 VDC, the traction transformer 40 TFP allowing the transformation of the voltages of 25,000 VAC and 15,000 VAC into a voltage with a value equal to 1500 VDC.

Alternatively, via the direct voltage line 34 and the static converter 36, the tender 18 once connected for example via connection of a switch as illustrated by FIG. 2, is suitable for being recharged directly by a catenary of the assembly 42 capable of supplying a voltage identical to that of the voltage line 34, for example 1500 VDC, or else via a static converter 36 by a catenary of the assembly 42 capable of supplying a continuous voltage of a higher value of 3000 VDC than that of the voltage line 34 at 1500 VDC, the static converter 36 allowing the change of DC voltage value between the catenary of the assembly 42 and the voltage line 34.

Alternatively, via the direct voltage line 34 and the static converter 36, the tender 18 once connected, for example via connection of a switch as shown in FIG. 2, is capable of being recharged, via a static converter 36, by a third rail 44 dedicated to energy charging capable of supplying a DC voltage, for example, from 550 to 1200 VDC, the static converter 36 allowing the voltage conversion between the third rail 44 and the voltage line 34, the third rail 44 being permanently powered or having a power supply that can be activated manually or preferentially by detecting the presence of a tender.

Alternatively, via the direct voltage line 34 and the static converter 36, the tender 18 once connected, for example via connection of a switch as shown in FIG. 2, is capable of being recharged, via a static converter 36, by a ground power supply system 46, capable of supplying a DC voltage, for example from 600 to 750 VDC, the static converter 36 allowing the voltage conversion between the ground power supply system 46 and the voltage line 34, the ground supply system 46 being permanently powered and automatically connecting to the tender to be reloaded in the presence of the latter.

Alternatively, via the direct voltage line 34 and the static converter 36, the tender 18 once connected, for example via connection of a switch as shown in FIG. 2, is capable of being recharged, via a static converter 36, to a source 48 of magnetic energy, suitable for supplying a DC voltage, for example from 300 to 400 VDC, the static converter 36 allowing the voltage conversion between the source 48 of magnetic energy and the voltage line 34, the source 48 of magnetic energy being permanently supplied or having a supply that can be activated manually or by detecting the presence of a tender.

Alternatively, via the direct voltage line 34 and the static converter 36, the tender 18 once connected for example via connection of a switch as shown in FIG. 2, is capable of being recharged, by connection/manual activation, via a static converter 36, to a source 50 of electrical energy capable of supplying an alternating voltage, for example 400 VAC, the static converter 36 allowing the voltage conversion between the source 50 of electrical energy and the voltage line 34 Such a source 50 of electrical energy is in particular connected to voltage line 34 by means of industrial sockets capable of ensuring a connection in complete safety, and the automatic or manual tensioning is only activated after effective connection (pin keying).

The charging zone/station 20 could be fully or partially equipped with one or more of the systems 42, 44, 46, 48, 50 previously described, depending on the charging connectors of the energy storage element 38 contained. in a tender 18 to reload.

When the railway energy recharging station 20 is, in addition or not, capable of providing recharging by filling with dihydrogen by means of a manually connected/disconnected filling device, it is in particular geographically located near a manufacturing source. of dihydrogen.

Furthermore, the railway energy recharging station 20 is suitable for being installed, if necessary, within an existing infrastructure to limit costs, and/or on a railway zone comprising at least a predetermined minimum number of tracks, and in good traffic condition, and/or in an area on a major rail transport axis, or at one end of such an axis.

Subsequently, the method of replacing a tender 18 of locomotive 16 from the main track 12 illustrated in Figure 1 is described.

According to a first step, the driver of the train associated with locomotive 16 separates the locomotive and the tender from the rest of the train, and applies the immobilization rules indicated by the technical intelligence RT of the railway site including railway station 20.

During a second stage, the driver of the locomotive 16 announces himself to a post or a regulator of the line 12 to ask to carry out a maneuver in the direction of the entrance tracks of the railway station 20 .

According to a third step, in the presence of a shunting agent (or not), the driver of the locomotive 16 advances the locomotive 16 and the auxiliary vehicle 18 for supplying energy (i.e. tender) of said locomotive 16 to the train station entrance tracks 20.

According to a fourth step, the driver of locomotive 16 maneuvers the switches or has them maneuvered, then after authorization to push back, pushes back to the track in zone 22 identified by the post or the regulator as a free track to drop off the tender. ''empty'' 18.

During a fifth stage, once stopped, the driver of locomotive 16 separates the locomotive from tender 18, and applies the rules of immobilization indicated by the technical information RT of the railway site including railway station 20.

According to a sixth step, the driver of the locomotive 16 starts the filling device or requests that it be carried out.

According to a seventh step, the driver of the locomotive 16 restarts the locomotive 16, with or without a shunting agent, until the track of the second zone 24 or a "loaded" tender 26 is available.

According to an eighth step, the driver of the locomotive 16 connects the locomotive 16 to the "loaded" tender 26, then removes immobilizers from the "loaded" tender 26, and possibly performs a connection test. , especially braking.

According to a ninth step, the driver of locomotive 16 puts locomotive 16 back in motion with or without a shunting agent up to main track 12, to come and connect his train, not shown.

According to a tenth step, the driver of the locomotive 16 connects the locomotive 16 to the train, removes the immobilizers from the train, and imperatively performs a brake test by applying the predetermined provisions in force defining the type of test. to implement.

According to an eleventh step, once the brake test has been concluded, the driver of locomotive 16 waits for orders to restart such as a traffic light, a departure authorization, etc.

Those skilled in the art will understand that the invention is not limited to the embodiments described, nor to the specific examples of the description, the embodiments and the variants mentioned above being suitable for being combined with each other to generate new embodiments of the invention.

The present invention thus makes it possible to optimize the recharging of tender(s) 18 and consequently the availability of the locomotives 16. Indeed, according to the present invention, it is possible to recharge an auxiliary energy supply vehicle (i.e. tender) of a locomotive in masked time while the locomotive 16 continues its mission after having taken over a full tender 26. The driver of the locomotive 16 only has to leave within the railway station 20 a tender 18 when he is empty to load it and take a full 26 instead, and keep running avoiding tender reload time. The autonomy of a locomotive 16 in the absence of a catenary on the main track 12 of circulation is thus improved since the availability of substantially loaded tenders is increased and immediate when it was previously planned.

The reloading of tender(s) according to the present invention is also improved in terms of safety since it is implemented in the absence of a locomotive 16 within the dedicated reloading zone 28 of the railway station 20, and this in particular in the case of recharging the tender with dihydrogen, it is simpler to fill the energy storage element 38 with dihydrogen by calmly managing the increase in the temperature of the tank.

In addition, the electricity cost of reloading the locomotive tender is optimized because it can be programmed in advance to be carried out in hidden time during time slots where the cost of electricity is the lowest.

Claims (10)

Railway station (20) for energy recharging of an auxiliary vehicle (18, 26, 30) for supplying energy to a locomotive (16) of a railway convoy (14) characterized in that it comprises:
- at least a first zone (22) dedicated to the deposit of at least one substantially energy-discharged auxiliary vehicle (18),
- an energy recharging system for each auxiliary vehicle, and
- at least a second zone (24) dedicated to the connection to said locomotive (16) of at least one substantially energetically charged auxiliary vehicle (26). Railway energy recharging station (20) according to claim 1, in which the station further comprises at least a third zone (28) dedicated to the recharging of at least one at least partially energetically discharged auxiliary vehicle (30), the third zone including the energy recharging system. An energy recharging rail station (20) according to claim 1 or 2, wherein said rail station (20) is configured to provide an energy recharging at least partially comprised of dihydrogen. Railway station (20) for energy recharging according to any one of claims 2 or 3, in which at least one of said first (22), second (24) and third (28) zones comprises at least one marking on the ground associated with the role to which said area is dedicated. Railway station (20) for energy recharging according to any one of claims 2 or 4 in which said first, second and third zones (22, 24, 28) are interchangeable in role. Railway station (20) for energy recharging according to claim 4 or 5, in which the railway station comprises at least one signaling capable of identifying the role of each of the said first, second and third zones (22, 24, 28) and/or its own representing the charge level (32) of each auxiliary power supply vehicle (18, 26, 30) parked within said railway station (20). Railroad energy recharging station (20) according to any one of claims 4 to 6, wherein each of said first, second and third zones (22, 24, 28) is configured to provide at least one type of energy recharging of said auxiliary vehicle belonging to the group comprising:
- reloading by catenary (42),
- recharging by a third rail (44) dedicated to energy charging,
- a magnetic reloading (48),
- reloading by means of a ground feed system (46),
- recharging by manual connection to a source (50) of electrical energy,
- recharging by filling with dihydrogen,
- reloading by replacing the dihydrogen storage element. Railway system (10) comprising a railway network and at least one set of railway convoys (14), at least one of said railway convoys (14) of said set comprising a locomotive (16) and an auxiliary vehicle (18, 26, 30) d supply of energy to said locomotive (16), the system (10) being characterized in that it comprises at least one railway station (20) for energy recharging according to any one of the preceding claims. A railway system (10) according to claim 8, wherein said auxiliary energy supply vehicle (18, 26, 30) is capable of supplying a single type of energy or at least two distinct types of energy. A rail system (10) according to claim 8 or 9, wherein said auxiliary power supply vehicle (18, 26, 30) includes an external indicator of its charge level.