WO2011083267A1

WO2011083267A1 - Power device for a railway freight train

Info

Publication number: WO2011083267A1
Application number: PCT/FR2011/050003
Authority: WO
Inventors: Philippe Dolliou; Jean Mourot
Original assignee: Philippe Dolliou; Jean Mourot
Priority date: 2010-01-07
Filing date: 2011-01-04
Publication date: 2011-07-14
Also published as: EP2521666A1; EA201290617A1

Abstract

The invention relates to a railway unit (2) suitable for pulling a freight train, characterised in that said unit includes a base module (6) including wheels, and complementary modules (31-35) preferably mounted in a removable manner on said base module (6), said complementary modules including at least one nominal-power module (33), having optimised efficiency, and one extra-power module (35). The extra-power module is suitable in particular for supplying complementary power under specific conditions, in particular when starting the train or on steep slopes. The nominal-power module is optimised for regular operating conditions.

Description

POWER DEVICES FOR RAIL FREIGHT TRAIN.

The present invention relates to the field of rail freight transport. It relates more particularly to rail transport devices adapted to the combined transport of goods.

It is found that freight trains are becoming longer and therefore increasingly difficult to tow, due in particular to the power required for the or locomotive. The power of each locomotive is limited. In the case of a diesel locomotive, diesel engines rarely exceed 2.5 MW. In the case of an electric locomotive, the power of this one is generally limited to 4 MW, by the current which can be transmitted by the catenaries; this only allows a difference in height of 1% maximum, for pulling a complete train with a single locomotive. On the other hand, if a locomotive is to be used in particular throughout the European network, its axle weight is limited to 22.5 tonnes, which limits the pull-out capacity of a vehicle. such a locomotive and forbids him from towing heavy trains alone.

In addition, the most powerful locomotives used to date are extremely expensive and use specifically developed engines. However, their power is generally used only on a small part of the course, when starting or in pronounced coasts. In particular, when a train has to cross a mountainous area, it may be necessary to attach a large number of locomotives that will have real use only when this crossing. The immobilization of such equipment is therefore particularly expensive and strike the profitability of freight transport by rail.

Moreover, especially in Europe, each national network has its own electrical energy supply system (catenary or not, various voltages etc.) and its own rail safety system. Crossing a border is usually done by changing locomotives, or by using a locomotive which is all the more expensive as it incorporates at least two energy capture systems and at least two safety systems. Sometimes, the same country has several networks each with its particularities, this is the case of France and Spain.

Moreover, in order to benefit from all the power available, the engines of today's locomotives are poorly suited to changing engine speeds and have a better performance at full power than in cruise operation, that is to say once the train launched and on a track with little or no slope.

It should also be noted that traction limit limits also limit the allowable length of a train, whereas a longer train (eg 1000 m) is more cost effective than a shorter train (eg less 500 m).

The object of the invention is to propose one or more devices that make it possible to solve the disadvantages previously described, and in particular to increase the efficiency and energy performance of a freight train. According to a first object of the invention, such a device is a railway assembly, characterized in that it comprises a base module having wheels and complementary modules, preferably removably mounted on the base module, the modules complementary devices comprising at least one rated power module, with optimized efficiency, and an overpower module. This railway assembly may further comprise at least one primary energy module adapted to supply a primary energy in the form of fuel to the power module and / or overpower. This primary energy may in particular be hydrogen, natural gas or kerosene.

The primary energy module may advantageously be an energy recovery module. The energy recovered can be stored in electric batteries or in the form of compressed air.

The nominal power module may be a self-contained module, preferably adapted to capture energy on a catenary.

The nominal power module and the primary energy module can together form the same module.

Advantageously, the overpower module is adapted to operate simultaneously with the nominal power module, so that during strong power requirements, the energy they provide can be added.

Several other solutions can be made compatible with each other and with the first and second objects of the invention. Some of these other solutions are the objects described below.

According to a second object, a device according to the invention is a basic module characterized in that it comprises a longitudinal beam and two bogies arranged so that each end of said beam is carried by a respective bogie, this basic module comprising consoles extending laterally from said beam, a free end of each bracket being provided to support a load that can be carried by said base unit.

Each bogie can be articulated relative to the beam. In this configuration, the same bogie can be common to two neighboring basic modules, and articulated with each of the respective beams of neighboring modules. The consoles are advantageously designed to slide along the beam. The consoles can also be designed removable from the beam.

Preferably, a base module comprises means for being electrically connected to another base module and / or means for being electrically connected to a load that it carries.

Advantageously, each basic module comprises an electric motor. It may include a motor, or more, for each axle of each bogie. It can also be provided a motor, only on a single axle boggie.

The basic module may also comprise means for modifying the transverse spacing of the wheels of the trucks, so that it can traverse railway networks having different track gauges, without being obliged to stop or transfer the freight to another train.

The longitudinal beam of the box may have a box shape and the module may comprise at least one cable and / or at least one pipe disposed inside said box shape, so that it is protected from involuntary attacks or not. According to a third object, a driving assembly according to the invention is characterized in that it comprises a base module according to the second object of the invention and complementary modules removably mounted on the base module, the complementary modules. comprising at least one driver's cab control module disposed at a "forward" end of the driver assembly, and a power generator module.

The driving assembly may furthermore be carried by the basic module:

- an additional railway safety module, and / or,

a primary energy supplement module for the primary energy supply of the generator module, an additional module for energy recovery.

The power generator module may include a power rating module and an boost module.

The driving assembly can also comprise, in addition, carried by the basic module:

- an additional module forming a tank.

According to a fourth object, a transport assembly according to the invention is characterized in that it comprises a base module according to the second object of the invention and at least one hopper or cistern complementary module.

According to a fifth object, a freight train according to the invention is characterized in that it comprises several base modules according to the second object of the invention and at least one driving assembly according to the second subject of the invention.

According to a sixth object, a device according to the invention is a railway assembly characterized in that it comprises a base module having wheels, and complementary modules removably mounted on said base module.

This rail assembly may be a driving assembly such that the complementary modules comprise at least one driving cab control module, disposed at a "forward" end of the driving assembly, and a power generating module. This driving set can furthermore include, carried by the basic module:

- an additional railway safety module, and / or,

an additional module of primary energy for the primary energy supply of the generator module,

an additional module for energy recovery. The power generator module may include a power rating module and an boost module.

- an additional module forming a tank.

The rail assembly may also be a transport assembly such that the complementary modules comprise a hopper or cistern complementary module. According to a seventh object, a freight train according to the invention is characterized in that it comprises several railway assemblies according to the sixth object of the invention, including at least one driving assembly.

According to an eighth object, a device according to the invention is a railway assembly, characterized in that it comprises a base module having wheels and adapted to receive indifferently complementary modules removably mounted on the base module and / or crates of freight container type, this set further comprising drive means which are specific and means for electrical connection to a neighboring rail module.

The base module advantageously comprises a box-shaped longitudinal beam, and the rail assembly comprises at least one cable connected to the electrical connection means and disposed inside the box-like shape.

The add-on modules may include at least one rated power module and a boost module. They may further comprise a primary energy module adapted to provide primary energy in the form of fuel to the power module and / or overpower. Primary energy can be hydrogen, diesel or kerosene. Several embodiments of the invention will be described below, by way of non-limiting examples, with reference to the appended drawings in which:

- Figure 1 is a schematic longitudinal view of a first embodiment for a train according to the invention;

FIG. 2 is a schematic longitudinal view of a second embodiment for a train according to the invention;

FIG. 3 is a schematic longitudinal view of a first embodiment for a driving assembly according to the invention;

FIG. 4 is a diagrammatic plan view of the driving assembly of FIG. 6;

FIG. 5 is a schematic longitudinal view of a second embodiment for a driving assembly according to the invention;

- Figure 6 is a top view of a rigid base module adapted to the embodiment of the driving assembly of Figure 5;

Figure 7 is a longitudinal elevational view of a 60-foot rigid base module carrying two 30-foot boxes;

FIG. 8 is a longitudinal elevational view of a 45-foot articulated base module carrying two 20-foot boxes;

FIG. 9 is a plan view of the articulated base module of FIG. 8;

FIG. 10 is a longitudinal elevational view of 45-foot articulated base modules each carrying a 40 or 45 foot refrigerated case;

Figure 11 is a longitudinal section of a 30-foot hopper box;

Figure 12 is a cross-section of the hopper box of Figure 11; - Figure 13 is a schematic longitudinal sectional view of a bulk transport assembly according to the invention, equipped with two hopper boxes similar to that of Figures 11 and 12;

- Figure 14 is a schematic top view of the assembly of Figure 13;

- Figure 15 is a top view of a rigid base module adapted to form the transport assembly of Figures 13 and 14; and

- Figure 16 is a schematic cross-sectional view of a motor bogie for a basic module according to the invention.

Figures 1 and 2 illustrate two embodiments for freight trains 1 according to the invention.

FIG. 1 illustrates a train 1 of the type called an urban shuttle of approximately 424 m composed of two sets of ducts 2 framing twelve transport assemblies 3, 3 A. Only three of the transport assemblies 3 are illustrated in FIG. suggested by dashed lines. Each driving set 2 is about 60 '(sixty feet, or about 20 meters). Such conduit assemblies are illustrated in greater detail in FIGS. 3 to 6. Each transport assembly 3, 3A is approximately 55 'and is intended for the transportation of two crates 4 of 25' (about 7.825 m). Such a transport assembly 3A is illustrated in greater detail in FIGS. 8 and 9.

It should be noted that the dimensions given for the basic modules and the corresponding sets are approximate nominal dimensions. These dimensions essentially refer to their transport capacity, ie to the maximum dimensions of the cases likely to be transported there. The actual dimensions of these sets of bases must generally be increased by the size of the connecting devices and / or connecting the basic modules necessary for the constitution of a train.

Figure 2 illustrates a train 1 of the type called international mainline train. It consists of two trains each 500 meters long. Only one of these trains is illustrated in Figure 2. Each train consists of two pipe assemblies 2, substantially identical to the pipe assemblies of FIG. 1, framing seven articulated transport assemblies 3, 3 A of 45 'and twenty-four rigid transport assemblies 3.3B of 60'. In this second embodiment, the transport assemblies 3A of 45 'are designed to carry crates of 40' or 45 '. A rigid transport assembly 3B, of 60 ', is particularly illustrated in FIG. 7. In this second embodiment, the rigid transport assemblies are designed to carry each two boxes of 30' each.

In this embodiment, the train is perfectly adapted to cross-border transport, during which the countries crossed do not admit the same lengths of train. This is the case for France, which admits trains of 1000 m and Italy which admits trains of 500 m. The trains can therefore be separated before crossing the border in the direction of Italy, and then crossed after crossing the border towards France.

In a third embodiment, not illustrated in the figures, it may be provided a 1000 m train, suitable for example for use only in the French territory, where it does not need to be split into two reams. Such a train may comprise twelve rigid transport assemblies 2B 60 'and forty-eight articulated transport assemblies 2A 45', as well as two driving assemblies 2A, 2B, one of each type, each at a respective end of the train .

We will now describe the principle of constituting an assembly according to the invention, including driving assemblies, 2A, 2B with reference to Figures 3 to 6. According to the invention, a train 1 is formed from modules of base 6 serving as a basis for the constitution of each of the transport 3 or driving 2 assemblies.

In the illustrated examples, the pipe assemblies 2 are made from a rigid base module 6B 60 ', as shown in Figure 6. Such a base module is substantially symmetrical relative to a longitudinal plane PL. It comprises two boggies 7, each disposed at one end _. respective of the base module 6. Each basic module comprises a longitudinal beam 8, each end of which rests on a respective bogie 7. In the example of a rigid base module 6B, as shown in FIG. 6, the beam is rigidly fixed on the bogies 7. The dashed lines illustrate the lateral dimensions of the boxes or complementary modules that can be transported. by the basic module 6.

The base module 6 further comprises brackets 9 which engage the beam 8 and extend laterally therefrom. Preferably, as illustrated in the figures, the consoles 9 are arranged symmetrically on either side of the beam 8. The brackets may be rigidly fixed to the beam 8, or be dismountable or slidably mounted along the beam. In the case where the consoles are sliding, they can advantageously be coupled in pairs, each with another which is symmetrical relative to the beam, so that their movement is simultaneous. Each console 9 has an end 11 shaped to serve as a support and possibly attachment to a complementary module. The complementary modules may be a module specific to the transport system according to the invention or boxes adapted to the transport of a commodity. The ends 11 of the consoles are advantageously arranged so as to support the lower corners of said modules. The transport-type modules are generally standard format boxes, suitable for multimodal transport, that is to say that the boxes can be transferred as is, with the goods they contain, for example from another train or truck, directly on a train 1 according to the invention, and from the latter on another means of transport, for example a boat. Each base module 6 further comprises, at each of its ends, hitching means 12 to a possible neighboring base module 6, as well as buffers 13, arranged on either side of the hitching means 12. Each basic module further comprises electrical connection means to be able to be connected with . _ another neighboring basic module and with a complementary module that can be arranged there.

As particularly illustrated in FIG. 16, each basic module comprises its own propulsion means 15, 16. FIG. 16 represents a schematic transverse view of a bogie 7 of a base module 6. The bogie 7 comprises a chassis 17 on which are mounted two hubs 18 of wheels 19. A single hub 18 is shown in Figure 16.

In the example shown, the hub 18 is provided so that the spacing of the wheels is variable. Thus, the hub is represented by a hollow central element 21 mounted transversely fixed relative to the frame 17, and two lateral elements 22 slidably mounted in the central element 21. Of course, this representation is purely schematic and is intended to illustrate the variable gauge of the wheels. Any other constructive provision known or not is possible to fulfill this function.

In the illustrated example, the motorization is provided by an electric motor 15, 16 of which a stator 16 is fixed to the frame 17 and a rotor is fixed to the hub 18. It is possible to provide several, for example two, motors for the same hub. It is also possible to provide that one or both hubs of the same bogie are equipped with a motor. It is also possible to provide that one or both bogies 7 of the same base module 6 are equipped with a motor. Advantageously, braking means are distributed on each basic module. These braking means may be at least partially constituted by the motorization 15, 16, operating either as a motor but as a generator. The energy thus generated by braking can advantageously be recovered and stored, for example in batteries or supercapacitors. These batteries or supercapacitors may be provided on each basic module 6 or only be a supplementary energy recovery module carried by at least one of the basic modules of the train 1. . -

The articulated base modules 6A differ from the rigid base modules 6B in that each bogie is hinged to a respective end of the beam 8 around a pivot 23, as shown schematically in FIG. Articulated base module 6 A is shown in Figure 9. Each bogie 7 is common with the base module 6A of a neighboring transport module 3A, if there is one. That is to say that each bogie of an articulated base module 6A is provided to support two beams 8, each belonging to a respective articulated module 6A.

A first embodiment will now be described for a pipe assembly 2A, with reference to FIGS. 3 and 4. In this example, the driving assembly 2A comprises several complementary modules 31-35. From the left to the right of the FIGS. 3, 4, the complementary modules are: a control module 31, taking the form of a control station, a security module 32, a high-efficiency nominal power generator module 33, a primary energy module 34, and an overpower module 35.

Except the control module 31, in the illustrated example, the other modules 32-35 are containers with standard dimensions, that is to say ISO standards, so that they can be handled by means similar to those used for the transport boxes 4 of the transport assemblies 3. These complementary modules 31-35 can be arranged on any basic module having the dimensions sufficient to receive them, that is to say, in the illustrated example, any basic module of 60 '. The complementary modules 31-35 comprise connection means, not shown in the figures, to be electrically connected to each other or to the base module 6 which carries them. The electrical connections can be of the strong current or low current type, that is to say concern both the transmission of energy and the transmission of information.

The control module 31 is a cockpit, it comprises a seat 37 for the driver and a dashboard 38 relaying all the information necessary for driving, surmounted by a window opening on the "front" of the train 1, when the driving assembly 2A is used as a lead locomotive. The control module 31 has a length of 10 '.

The security module 32 includes means 39 for computer and communication track / train able to manage the instructions and safety means on the planned course of the train. Thus, the security means 39 may be provided for example for a route in France and Germany. The modular configuration of the driving assembly 2 can quickly reconfigure it for another route, for example to operate between France and Spain, simply by replacing a new security module 32 including means of adapted to the networks of these two countries. Thus, the security module 32 may include equipment necessary for reading and communication with a security system in force on a borrowed railway network, equipment required to transmit the automatic or manual information to the basic modules 6. In illustrated example, the security module 32 has a length of 10 '.

The nominal power module 33 is a secondary energy generator, here electrical energy, designed to provide the energy necessary for the progression of the train at cruising speed and the power of the train control systems. It mainly comprises a first electrical generator designed to operate at substantially constant speed, in a range offering an optimized efficiency. In the example illustrated, the power module 33 has a length of 20 '.

The primary energy module 34 mainly comprises a fuel tank, for example diesel fuel, natural gas or hydrogen, intended to supply the power module 33 and the boost module 35. The primary energy module can also include means for the capture of electrical energy via a catenary, for example pantograph means, and include a transformer. He can too understand photovoltaic cells. In the illustrated example, the primary energy module 34 has a length of 10 '.

The overpower module 35 is a secondary energy generator, here electrical energy, and it mainly comprises a second electric generator capable of providing a high power, especially during starting or in steep sections of track. For this second generator, it is possible to focus on the power supplied rather than the efficiency, the boost being only necessary in reduced phases of a path. The second generator may advantageously be a gas turbine, with an electric generator. In the illustrated example, the boost module 35 has a length of 10 '.

Each motorization 15, 16 of the base module 6B equipping the pipe assembly 2A which has just been described is fed by the power modules and overpower 33, 35. The other basic modules of each of the wagons of the train 1 are themselves fed with electricity through the connections that connect the base modules 6 to each other. In particular, when a train 1 is particularly long, as may be the case for a train of 1000 m, it may be advantageous to limit line losses by equipping at least one of the base modules 6 substantially equidistant from the two sets of conduct 2 with power modules and / or boost. Such an arrangement is permitted by the modularity of the system according to the invention. It is not necessary to use a second locomotive, and part of the basic module thus equipped with power and boost modules can also be used for the transport of a body 4.

A second embodiment will now be described for a pipe assembly 2B, with reference to FIGS. 5 and 6. In this example, the driving assembly 2B comprises several complementary modules 31, 32, 41, 42. From the right to the left of FIG. 5, the complementary modules are: a control module 31, a security module 32, a power recovery module 41, and a tank module 42. illustrated in FIG. 6, the brackets 9 are arranged along the beam 8, so that the end 11 of each console supports a respective angle of at least one complementary module 31, 32, 41, 42. When two angles two neighboring modules are adjacent, they rest on the same end 11 of a console.

The control module 31 and the security module 32 are identical to those described with reference to FIGS. 3 and 4.

The energy recovery module 41, as previously mentioned, may comprise batteries or a super-capacitor. It is intended to release, for example during an acceleration phase, the energy that has been recovered and stored there, for example during a previous deceleration phase. In the illustrated example, the energy recovery module 41 has a length of 10 '.

The tank module 42 comprises a frame 43 of substantially parallelepiped shape, providing the support and protection of a tank 44. In the example illustrated, the tank module 42 has a length of 30 '. It is also possible to transport two such tank modules 42 on the same rigid base module 6B of 60 '. It is thus possible to constitute a complete train of tank modules 42.

Other modules and configurations are possible.

Figure 10 illustrates the use of refrigerated boxes 46 of 45 ', each carried by an articulated base module 6A. Since each basic module is supplied with electricity, it is possible to maintain the refrigeration of such boxes 46. Advantageously, the electrical connections between the basic modules and between the base module and a refrigerated box that it carries, makes it possible to control the temperature in the refrigerated box 46, for example from the control module 31.

A train according to the invention can also be used for the transport of bulk products. For this, it is not necessary to attach specific wagons. Indeed, as illustrated in FIGS. 11 to 15, it is possible to use hopper boxes 50 according to the invention. In the illustrated example, a transport assembly 3, 3C consists of a rigid base module 6B carrying two hopper modules 50 of 30 '.

Each hopper module 50 can be fully open at the top to be able to load the product to be transported there. It comprises a floor 51 divided into two parts symmetrical relative to a longitudinal plane P50. Each part of the floor 51 comprises a drain orifice 52 closed a hatch. Around each orifice 52, the floor 51 forms slopes 53 descending towards this orifice, to facilitate emptying.

Given the generally significant weight of a product transported in bulk, as illustrated in Figure 15, each angle of a hopper box is provided to abut on an end 11 of a respective console 9. Thus, the base module 6 used comprises four pairs of brackets 9, two of which are each disposed at a respective end of the beam 8 and the other two are arranged, contiguous, in the middle of the beam.

The orifices 52 are longitudinally offset towards the same side of the hopper box, so that, in the configuration of FIG. 14, two hopper boxes 50 being arranged head to tail on one and the same base module 6, the orifices 52 are close to the middle of the transport assembly 3C, distributed on either side of the beam 8 and on the other side of the consoles 9 intermediate. It is thus possible to constitute a train entirely devoted to the transport of bulk products, easily loadable and unloadable.

Advantageously, the electrical connections between basic modules and between a basic module and a hopper box that it carries, make it possible to control the opening and / or closing of each hatch 52 remotely, for example from a control module 31 .

In a railway train system according to the invention, we do not use a locomotive of a high weight, with many axles, because the driving module is not the only one to transmit the power required to pull the train . In addition, the traction or braking power being distributed over the entire train, accelerations are also homogeneous and distributed, which limits the wear of the tracks. This also allows a smaller dimensioning of the basic modules 6, particularly that of the couplings 12 and the beam 8, which do not need to be particularly reinforced, since it is not necessary that a single module of base is able to resume the efforts corresponding to the accelerations of all the cars it tows or retains. This makes it possible to cross steep slopes with a very heavy train. The distribution of accelerations also allows greater speed for such a freight train, and allows inter alia to interpose in passenger traffic, between two trains. In the same way, a train according to the invention is not limited in length, except by the capacity of the local rail network, while using only one or two sets of pipes, the supply of energy can be spread over the length of the train.

This results in a significant reduction in the dead weight of the train, so a significant increase in the payload that can be transported.

In addition, the distribution of the means of the motorization means 15,16 allows the use of standard motors 15,16, manufactured in series, thus reliable and inexpensive, compared to a power plant of high power, several megawatts, specifically developed for a locomotive. In addition, the failure of an engine does not stop the train.

The maintenance of such a train is also greatly facilitated by its modular configuration. Thus, in particular, it is possible to replace a failed power module 33 by an operational power module, without immobilizing a whole set of pipe, as would be the case for a locomotive of the prior art.

It is also very easy to reconfigure a train for a specific use, without the need to hook or unclamp wagons specific to this use. Preferably, the trains according to the invention are provided and adapted to remain assembled in their initial configuration, except for their interview. That is to say, on a journey, it is not planned to sort the wagons, but the crates are easily unloadable and can easily be replaced by new, each station intermediate, or each terminus. This saves a large land area, generally necessary for the sorting of goods trains of the prior art.

The system according to the invention thus makes it possible to achieve excellent yields, particularly with regard to the energy consumed, the transport time, the payload and, more generally, the economic.

During maneuvers, or if a train according to the invention is to be split, it is possible to move the control module 31 from a first base module 6 to another, in order to constitute a new driving module, without using a second locomotive as would have been the case with a train according to the prior art.

The modularity of a rail system according to the invention also allows great scalability of this system. Thus, an innovation can be introduced in the design of one of the modules, without making the others obsolete, at lower cost.

Of course, the invention is not limited to the examples which have just been described.

Thus, other configurations may be provided for a train according to the invention. For example, for a heavy ore train traveling a long distance between a mainland mine and a coastal port, it may be advantageous to provide a basic module, immediately adjacent to the driving assembly and carrying one or more modules. additional primary energy, to ensure sufficient autonomy for the train.

It is also possible to provide an additional module for transporting people, possibly to house them, for example to form a train work. Several secondary energy generators of different types can be grouped in the same module or in different modules, they can be used independently of each other or simultaneously.

It can also be provided a specific complementary module for the transformation and management of secondary energy. It may comprise means for making this secondary energy directly usable by the propulsion means.

The energy recovery module can be provided to store it as compressed air instead of storing it in electrical form.

Instead of the longitudinal beam of a basic module being made of a single profile, it can be made of two or more profiles paired together. The section of this beam may advantageously have the shape of a box. This configuration is particularly advantageous since it can make it possible to pass in the box the necessary cables and / or conduits, in particular for the power supply of the motors of the basic module, and / or the supply of the complementary modules that it carries. These cables or pipes are thus protected from shocks or sabotages that could damage them.

Claims

claims

1. Railway assembly (2, 3), characterized in that it comprises a base module (6) comprising wheels (19) and complementary modules (31-35, 41, 42), preferably removably mounted on said base module (6), said complementary modules comprising at least one rated power module (33), with optimized efficiency, and an overpot module (35).

2. The assembly of claim 1, characterized in that it further comprises at least one primary energy module (34) adapted to provide a primary energy in the form of fuel to the power module (33) and / or overpower (35).

3. The assembly of claim 2, characterized in that the primary energy is hydrogen, natural gas or kerosene.

4. The assembly of claim 2, characterized in that the at least one primary energy module (34) is an energy recovery module.

5. The assembly of claim 4, characterized in that the recovered energy is stored in electric batteries.

6. The assembly of claim 4, characterized in that the recovered energy is stored as compressed air.

7. The assembly of claim 1, characterized in that the nominal power module is an autonomous module, preferably adapted to capture the energy on a catenary.

8. Assembly according to one of claims 2 to 7, characterized in that the nominal power module and the primary energy module together form a same module.

9. An assembly according to one of claims 1 to 8, characterized in that the boost module is adapted to operate simultaneously with the nominal power module.