WO2019101644A1

WO2019101644A1 - Method for supplying power to a track-side device

Info

Publication number: WO2019101644A1
Application number: PCT/EP2018/081551
Authority: WO
Inventors: Martin Niemann; Jörg ANTRACK; Tim BARGMANN; Lucas HARMS; Michael KLINGEMANN; Katrin OHME; Peter Ziegler
Original assignee: Siemens Mobility GmbH
Priority date: 2017-11-24
Filing date: 2018-11-16
Publication date: 2019-05-31
Also published as: DE102017221051A1

Abstract

The invention relates to a method for supplying power to a track-side device (20). According to the invention, the track-side device (20) comprises a power storage device (50), and power that is transferred to said track-side device (20) is initially stored in the power storage device (50).

Description

description

Method for supplying energy to a trackside device

The invention relates to a method for supplying a trackside device with energy, a stre ckenseitige device that is appro net for such a method, and a vehicle that is suitable ge for such a method.

In the field of railway technology, the problem is that at long distances, especially in remote areas, a power supply trackside facilities or trackside railway components such as track vacant devices, signaling devices or Wei chenantrieben is difficult or at least costly, because separate power supply lines for Energieversor supply the trackside Facilities must be provided.

The invention has for its object to admit a method for supplying a trackside device with energy, which can be carried out very easily and inexpensively by.

This object is achieved by a method having the features according to claim 1. Advantageous embodiments of the method according to the invention are specified in Un-claims.

Thereafter, the invention provides that the straßensei term device comprises an energy storage and energy transmitted to the trackside device is first stored in the energy storage.

An essential advantage of the method according to the invention is the fact that the energy Memory allows caching of energy and thus does not require a permanent supply of trackside device with energy, as is currently in use and by means of fixed energy supply lines permanently supplied trackside facilities the case. The inventively provided energy storage by the present invention vorgese Henen energy storage, it is possible only temporarily energy supply of the trackside device bereitzustel sources, be it by solar panels, wind turbines or particularly advantageous on the vehicle side, as will be explained in more detail below.

It is considered to be particularly advantageous if the energy on the vehicle side of a trackside device pas sating or holding in the field vehicle, in particular rail vehicle, transmitted to the trackside device and stored in the energy storage for further or later operation of the trackside device , In this variant, the charging of the energy storage or the energy transfer to the trackside device is therefore only temporary when a vehicle passes the stre ckenseitige device or stops there, and the transmitted energy is not consumed immediately, but stored in the energy storage for later operation ,

With regard to energy storage, it is considered to be advantageous if the electrical energy storage is a capaci tor, in particular an electrochemical capacitor (preferably, a supercapacitor or an ultracapacitor), and the energy transferred to the trackside device energy, especially those transmitted from a vehicle Energy in which capacitor is stored. This variant of the method uses the fact that certain energy storage devices, such as supercapacitors or ultracapacitors, can be charged very quickly and with very high charging currents, so that even in a very short time, for example only when driving before a vehicle or even in a short Vehicle hold, a very large amount of energy can be transferred to the energy storage.

It is considered to be particularly advantageous if the link-side device has a first energy store and a second energy store and the energy transmitted to the link-side device, in particular the energy transmitted by the passing vehicle, is initially stored in the first electrical energy store and from There is transferred to the second energy storage for subsequent storage. In this embodiment, the first energy storage for the energy transfer or the charging phase, and the second energy storage is used for the dau erhafte storing the energy for a particularly long period.

The first energy store is preferably ausgestal tet, that it can take a larger amount of energy per unit time than the second energy storage, and the second energy storage is preferably configured such that it has a greater storage time for stored energy than the first energy storage.

It is advantageous if the first energy store is a capacitor, in particular an electrochemical capacitor (as already mentioned above, eg super capacitor or ultracapacitor), and the second energy store is an (electrochemical) accumulator or a chargeable battery.

With respect to the energy transfer from a vehicle to stre ckenseitigen device, it is considered advantageous if the vehicle has at least one energy-emitting device that transmits the energy electromagnetically or at least also electromagnetically when passing the trackside device or a vehicle seat.

In a preferred embodiment, it is provided that the energy-emitting device has at least one permanent having magnets. A permanent magnet permanently generates a DC magnetic field and causes a magnetic field change within the coil or coils of the trackside device solely by the movement of the vehicle relative to the one or more coils. The voltage induction is al so dependent on the movement of the permanent magnet. Anschau Lich described working such a permanent magnet and the trackside coil or coils such as a linear drive (z.

B. as in a maglev) in opposite order conversion direction, namely in a direction of conversion of mechanical energy into electrical energy.

In another preferred embodiment, it is ensured that the energy-emitting device (alternatively to one or more permanent magnets or in addition to one or more permanent magnets) has at least one electromagnet and / or at least one electromagnetic transmitting antenna.

In the latter embodiment, it is particularly advantageous if the at least one electromagnet and / or the at least one electromagnetic transmitting antenna before Errei surfaces of the trackside device turned on and turned off after passing the trackside device. By switching off the magnetic field or the Ener giesendebetriebs outside of the trackside device can avoid that other away from the send to trackside device befindliche streckensei term components, such as balises or derglei surfaces are unnecessarily hampered in their operation.

Furthermore, it is advantageous if the at least one Ele romagnet or the at least one transmitting antenna is operated in scarf ended operation with DC and a magnetic cal DC field is generated and a magnetic Feldände tion within the coil or coils of the trackside device solely by the movement of the vehicle is caused relative to the coil or coils. Alternatively or in addition to direct current, the at least one electromagnet or the at least one transmitting antenna can be operated with alternating current in the switched-on mode and an alternating magnetic field can be generated; a magnetic field change within the coil or coils of the trackside device is in this case caused at least by the alternating field of the electromagnet or the Sen deantenne, so that an energy transfer in an advantageous manner even at a vehicle stop is possible.

Alternatively or in addition to an electromagnetic energy transmission, it may be advantageous if the energy transfer from the vehicle to the trackside device via a charging current. It when the vehicle has at least one electrical contact element, the device when passing the trackside device (eg., Via a busbar of the track side Einrich) or at a stop of the vehicle in the area of the bridge-side device electrical contact with a produces track-side contact element and feeds this egg NEN charging current for the energy storage.

The trackside device preferably comprises at least one railway component, in particular a Achszählein direction, a Gleisfreimeldeeinrichtung, a Signaleinrich device or a points drive.

It may also be advantageous if the energy storage is supplied with charging current of a solar system or a wind turbine or at least with charging current of a solar system or a wind turbine.

The invention also relates to a track-side device, in particular one with which the method described above is feasible. With regard to such a track-side device, provision is made for it to have an energy store in which energy, in particular particular of a passing vehicle or of a rich in the track-side device holding vehicle in the trackside device fed energy is stored for further operation of the trackside device.

With regard to the advantages of the track-side device according to the invention, reference is made to the above statements in connection with the method according to the invention.

The invention further relates to a vehicle, in particular rail vehicle, which is suitable for carrying out the method described above. According to the invention, the vehicle has an energy-emitting device which is designed to feed energy into an energy storage device of the track-side device when passing through a track-side device or while being held in the region of the track-side device.

With regard to the advantages of the vehicle according to the invention reference is made to the above statements in connection with the inventions to the invention process.

The invention will be explained in more detail with reference to Ausführungsbeispie sources; thereby show by way of example

1 shows an exemplary embodiment of a railway track system in which a track-side device is supplied on the vehicle side by electromagnetic means with energy,

2 shows a variant of the railway track system according to FIG. 1, in which a track device is additionally equipped with a solar system and a wind energy plant, FIG.

Figure 3 shows an embodiment of a Eisenbahngleisan situation in which a trackside device powered by electrical contacts with a charging current on the vehicle side,

FIG. 4 shows a variant embodiment of the railroad track system according to FIG. 3, in which an energy supply is additionally performed by a solar system and a wind energy plant,

FIG. 5 shows an exemplary embodiment of a permanent magnet rail vehicle for the railway track system according to FIGS. 1 and 2,

Figure 6 shows an embodiment of a rail vehicle with electromagnet for the railway track system according to the Ge figures 1 and 2 and

7 shows an exemplary embodiment of a rail vehicle with transmitting antenna for the railway track system according to FIGS. 1 and 2.

For the sake of clarity, the same reference numerals are always used in the figures for identical or similar components.

FIG. 1 shows a section of a railway track system 10 which is equipped with a trackside device 20. The trackside device 20 includes a power receiving device 30, the rail track 10 rail arranged in the track track 31 includes. The coils 31 form in the region of the trackside device 20, a third rail 11 of the railway track system 10th

The trackside device 20 furthermore has a control device 40 with an integrated voltage converter 41, which is connected on the input side to the energy receiving device 30 or its coils 31. The control device 40 is also connected to a first memory in the form of an electrochemical capacitor 50 and a second memory in the form of an accumulator 60.

As energy consumers 40 two railway components are connected to the control device, namely a Signalein direction 80 and an axle counter 90th

The trackside device 20 is preferably operated to charge the electrochemical capacitor 50 and the accumulator 60 as follows:

Receives the power receiving device 30 via the coils 31 by magnetic induction energy, the control device 40 initially stores the energy in the electrochemical capacitor 50, because this design has a particularly large energy intake rate and thus can absorb a very large amount of energy in a short time.

The energy stored in the electrochemical capacitor 50 is subsequently stored permanently in the accumulator 60 via the control device 40 and the voltage converter 41. The accumulator 60, due to the design, has a larger storage time, so that it can store the energy received via the energy receiving device 30 longer than the electrochemical condenser 50.

The feeding of energy via the Energieempfangseinrich device 30 can be done for example by means of a rail vehicle 100, as shown by way of example in Figure 5.

The rail vehicle 100 according to FIG. 5 has, in the region of the vehicle floor, at least one energy-emitting device 105 in the form of a permanent magnet 110, whose magnetic field induces an electrical voltage in the coils 31 when the third rail 11 or the coils 31 are passed over. The induction is based on the change in the magnetic flux in the Coils 31 when driven over by the permanent magnet 110; The transfer of energy is based on the mechanical movement of the permanent magnet 110 over the third rail 11. The energy transferred through the induction reaches the control device 40, which first stores it in the electrochemical capacitor 50 and subsequently transfers it from the capacitor 50 to the accumulator 60 as already explained above. Described descriptively worked ting the permanent magnet 110 and the coils like a linear drive in the opposite direction: If one would feed into the Spu len 31 a wandering magnetic field (as in a maglev train), the wandering magnetic field would drive the rail nenfahrzeug 100 and electrical energy of the coils in Convert kinetic energy for the rail vehicle; Here, the energy conversion is inverse because kinetic energy of the rail vehicle 100 is converted into electrical energy for the strecken side device.

Alternatively to a permanent magnet 110 or in addition to the sem, the rail vehicle 100 and its energy end device 105 may be ausgestat tet with an electromagnet 120. Such an embodiment is shown in FIG. 6.

The electromagnet 120 can be operated, for example, with a direct current and thus cause a DC magnetic field, which - analogous to the permanent magnet 110 according to Figure 5 - when driving over the coils 31 induced in this movement due to a voltage, ie by the mechanical movement of the electromagnet 120th over the third rail 11. The electric magnet 120 is preferably switched off when the rail vehicle 100 has left the area of the trackside device 20 and the third rail 11.

As an alternative to the permanent magnet 110 according to FIG. 5 or the electromagnet 120 according to FIG. 6 or in addition to these, the rail vehicle 100 or its energy-emitting device 105 can also be equipped with a transmitting antenna 130, as shown in FIG. The transmitting antenna ne 130 may be formed by one or more conductor loops. When the transmitting antenna 130 is operated with a direct current, it generates a DC magnetic field which induces a voltage during the movement of the transmitting antenna 130 over the third rail 11 in the coils, as the permanent magnet 110 according to FIG. 5 does.

In the embodiments according to Figure 6 and 7, the solenoid 120 and the transmitting antenna 130 can also be acted upon by an alternating current, so that an energy transfer from the rail vehicle 100 in the direction of the straßensei term device 20 can also be done when the driving tool in the area the trackside device 20 is, so does not drive and thus no magnetic field change can be caused by the movement of the vehicle in the coil 31.

To operate the energy end device 105, so z. As for the operation of the permanent magnet 110, the electromagnet 120 and / or the transmitting antenna 130, the rail vehicle 100 can electrical energy from its own generator (eg., The selgenerator) or from a not dargestell th in the figures th contact wire (eg ., Overhead line, busbar), which supplies the rail vehicle 100 with electrical energy, in particular special traction current.

2 shows another embodiment of a trackside device 20, which can be used in a railway track system 10. The track-side A direction 20 according to Figure 2, as already explained in connection with Figure 1 explained components, namely the energy receiving device 30, the controller 40, the elec- chemical capacitor 50, the accumulator 60 and as egg senbahnkomponente the axle counter 90 on.

In contrast to the exemplary embodiment according to FIG. 1, the second railway component or the signal device 80 is missing; instead, the trackside device 20 is in accordance with the gur 2 equipped with a solar system 200 and a wind turbine 300, the solar power or generated by wind power for storage in the control device 40 and after the following can feed into the electrochemical capacitor 50.

In the embodiment shown in FIG 2, an energy gieeinspeisung for storage in the electrochemical capaci tor 50 and the subsequent further storage in Akkumu lator 60 so both vehicle side via the energy receiving device 30 takes place and in addition to the solar system 200 and the wind turbine 300.

In the embodiment according to FIG. 2, in addition or as an alternative to the axle counter 90 shown, other or further railway components can be connected to the control device 40.

3 shows an embodiment of a railway track system 10, in which a vehicle-side Energieübertra supply in the direction of the trackside device 20 is carried by a charging current Ia 140 via an extendable con tact arm of an energy transmitting device 105 of the rail vehicle 100 in the energy receiving device 30 of the stre ckenseitigen device 20 is fed. The Energieemp catching device 30 includes for receiving the charging current Ia a track-side contact element 32 and a feed line 33, which connects the track-side contact element 32 with the Steuerein direction 40.

The charge current Ia transmitted by the rail vehicle 100 is first stored in the electrochemical condenser 50 and only subsequently transferred from it via the control device 40 into the rechargeable battery 60 for permanent storage.

The trackside device 20 according to FIG. 3 has only a single railway component, namely an axle counter 90 on. Alternatively or in addition to this, other railway components, such as Gleisfreimeldeein directions, signaling devices or point machines, may be connected to the controller 40.

4 shows another embodiment of a railway track system 10, which is equipped with a device 30 Energieempfangsein. In the Energieempfangseinrich device 30 shown in Figure 4 is a storage of electrical energy in the electrochemical capacitor 50 and subsequently in the accumulator 60 via a charging current Ia of a rail ve hicle 100 and alternatively or additionally by a solar system 200 and a wind turbine 300. Regarding the energy supply by a solar system 200 and a wind energy plant 300, reference is made to the above statements in conjunction with the figure 2, which here according to gel.

Although the invention has been further illustrated and described in detail by way of preferred embodiments, the invention is not limited to the disclosed examples, and other variations can be derived therefrom by those skilled in the art without departing from the scope of the invention.

Claims

claims

1. A method for supplying a track-side Einrich device (20) with energy,

d a d u r c h e c e n c i n e s that

- The trackside device (20) comprises an energy store (50) and

- Energy transmitted to the trackside device (20) is first stored in the energy store (50).

2. The method according to claim 1,

d a d u r c h e c e n c i n e s that

the energy on the vehicle side of a the track-side A direction (20) passing or holding in their area vehicle, in particular rail vehicle (100) to the stre ckenseitigen device (20) and in the energy storage (50) for further operation of the trackside device (20) is stored.

3. Method according to one of the preceding claims, characterized in that

- The electrical energy store (50) is an electrochemical capacitor, in particular a supercapacitor or an ultracapacitor, and

- The energy transmitted to the trackside device (20), in particular the energy transmitted by the vehicle, is stored in the electrochemical capacitor.

4. Method according to one of the preceding claims, characterized in that

- The trackside device (20) has a first energy storage (50) and a second energy storage (60) has and

the energy transmitted to the trackside device (20), in particular the energy transmitted by the passing vehicle, is first stored in the first electrical energy store (50) and read from there following in the second energy storage (60) for fol lowing storage is transferred.

5. The method according to claim 4,

d a d u r c h e c e n c i n e s that

- The first energy storage device (50) can absorb a larger amount of energy per unit time than the second Energiespei cher (60) and

- The second energy storage (60) has a greater storage time for stored energy than the first energy storage (50).

6. The method according to any one of the preceding claims 4 to 5, d a d u c h e c e n e c i n e t that

- The first energy storage (50) is a capacitor, in particular an electrochemical capacitor, and

- The second energy storage (60) is an accumulator.

7. The method according to any one of the preceding claims,

d a d u r c h e c e n c i n e s that

the vehicle has at least one energy-emitting device (105) which transmits the energy when passing the track-side device (20) or at a vehicle stop, the electromagnetic table or at least electromagnetically.

8. The method according to claim 7,

d a d u r c h e c e n c i n e s that

the energy-emitting device (105) has at least one permanent magnet (110).

9. The method according to any one of the preceding claims 7 to 8, d a d u c h e c e n e c i n e t that

- The energy-emitting device (105) at least one electric magnet (120) and / or at least one electromagnetic transmitting antenna (130),

- The at least one electromagnet (120) or the at least one transmitting antenna (130) in the switched operation with Is operated DC and generates a DC magnetic field and

- A magnetic field change within the coil (31) o- of the coils (31) of the trackside device (20) al lein by the movement of the vehicle relative to the one or more coils (31) is caused.

10. The method according to any one of the preceding claims 7 to

9

d a d u r c h e c e n c i n e s that

- The at least one electromagnet (120) or the at least one transmitting antenna (130) is operated in AC mode with AC power and a magnetic alternating field is generated and

- A magnetic field change within the coil (31) o- of the coils (31) of the trackside device (20) to at least by the alternating field of the electromagnet (120) and the transmitting antenna (130) is caused.

11. The method according to any one of the preceding claims 7 to

10

d a d u r c h e c e n c i n e s that

- Wherein the at least one electromagnet (120) and / or the at least one electromagnetic transmitting antenna (130) switched on only before reaching the trackside device (20) and after passing the trackside device (20) are turned off again.

12. Method according to one of the preceding claims, characterized in that

the vehicle has at least one electrical contact element on when passing the trackside device (20) or in the case of a stop of the vehicle in the area of the strap-side device (20) makes electrical contact with a track-side contact element (32) and via this a charging current (Ia) for the energy storage (50) feeds.

13. Method according to one of the preceding claims, characterized in that

- The trackside device (20) at least one rail track component, in particular a Achszähleinrichtung (90), a Gleisfreimeldeeinrichtung, a Signaleinrich device (80) or a points drive comprises, and / or

- The energy storage (50) with charging current of a solar system (200) or a wind turbine (300) or at least with a charging current of a solar system (200) or a wind turbine (300) is fed.

14. Route-side device (20),

d a d u r c h e c e n c i n e s that

the track-side device (20) has an energy store (50) in which energy, in particular by a passie-saving vehicle or in the area of the trackside device (20) holding vehicle in the trackside device (20) fed energy, drove for further loading the trackside device (20) is stored.

15. Vehicle, in particular rail vehicle (100),

d a d u r c h e c e n c i n e s that

the vehicle has an energy-emitting device (105) which is designed to feed energy into an energy store (50) of the track-side device (20) when passing through a track-side device (20) or when held in the region of the road-side device (20).