RAIL VEHICLE

Abstract

A rail vehicle has a vehicle frame, supported on track undercarriages, and a vehicle superstructure with at least one driver's cabin. A motive drive is provided and has an electric motor supplied by an electric energy store. In this, it is provided that the energy store has a tempering by use of a liquid dielectric, and that the vehicle superstructure includes a compartment, separated from the driver's cabin, in which the electric energy store is arranged within at least one fire protection cabinet with a dielectric tank located there above.

Claims

1-12. (canceled)

13. A rail vehicle, comprising: on-track undercarriages; a vehicle frame supported on said on-track undercarriages; a vehicle superstructure with at least one driver's cabin; an electric energy store; a motive drive having an electric motor supplied by means of said electric energy store; said electric energy store having a tempering by means of a liquid dielectric; and said vehicle superstructure having a compartment with at least one fire protection cabinet and a dielectric tank, said compartment being separate from said driver's cabin, and in said compartment said electric energy store is disposed within said at least one fire protection cabinet with said dielectric tank disposed there above.

14. The rail vehicle according to claim 13, wherein said compartment is accessible and is separated from said driver's cabin.

15. The rail vehicle according to claim 13, wherein said electric energy store has an accumulator block formed in each case of a master module and at least one slave module, and that each of said master and slave modules have several battery cells around which the liquid dielectric flows.

16. The rail vehicle according to claim 13, wherein said electric energy store has fire protection panels and several accumulator blocks which are disposed separated by said fire protection panels in said fire protection cabinet.

17. The rail vehicle according to claim 13, further comprising: a controllable valve; and a fire-fighting line lockable by said controllable valve, wherein said dielectric tank is connected to said fire protection cabinet via said fire-fighting line.

18. The rail vehicle according to claim 13, further comprising: a compensating line; and a dielectric circuit, said dielectric tank is connected via said compensating line to said dielectric circuit for tempering said electric energy store.

19. The rail vehicle according to claim 18, wherein said dielectric circuit has at least one pump, a heat pump and a temperature probe.

20. The rail vehicle according to claim 13, further comprising: a smoke sensor; a temperature sensor; and an alarm unit coupled to said smoke sensor disposed in said fire protection cabinet and/or to said temperature sensor.

21. The rail vehicle according to claim 13, wherein said compartment has a separate power converter cabinet; further comprising a power converter disposed in said separate power converter cabinet; and further comprising at least one aerosol cartridge disposed in said power converter cabinet.

22. The rail vehicle according to claim 13, wherein said vehicle superstructure has a fire protection wall and/or a passage and said compartment is accessible and is separated from said driver's cabin by means of said fire protection wall and/or said passage.

23. A method of fire prevention or fire fighting within an electric energy store, which comprises the steps of: providing a rail vehicle containing on-track undercarriages, a vehicle frame supported on the on-track undercarriages, a vehicle superstructure with at least one driver's cabin, the electric energy store, a motive drive having an electric motor supplied by means of the electric energy store, the electric energy store having a tempering by means of a liquid dielectric, and the vehicle superstructure having a compartment with at least one fire protection cabinet and a dielectric tank, the compartment being separate from the driver's cabin, and in the compartment the electric energy store is disposed within the at least one fire protection cabinet with the dielectric tank disposed there above; and compensating, in an inoperative state, a dielectric leaking in an event of a leakage as a result of a malfunction, by the liquid dielectric from the dielectric tank via an opened fire-fighting line.

24. The method according to claim 23, wherein in an event of a shut-down of the rail vehicle, opening the fire-fighting line by means of a magnetic valve which has become currentless.

25. The method according to claim 23, wherein in an operating state, in case a temperature limit is detected within the electric energy store, increasing a cooling capacity of a dielectric circuit, and that a change in volume of the liquid dielectric is compensated via a compensating line between the dielectric circuit and the dielectric tank.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The invention will be described by way of example below with reference to the attached figures. There is shown in schematic representation in:

[0020] FIG. 1 side view of rail vehicle

[0021] FIG. 2 top view of cabin

[0022] FIG. 3 view of fire protection cabinet

[0023] FIG. 4 detail view of accumulator blocks

[0024] FIG. 5 schematic of thermo management of accumulator

[0025] FIG. 6 schematic of fire protection accumulator

[0026] FIG. 7 schematic of power converter cabinet

DESCRIPTION OF THE EMBODIMENTS

[0027] FIG. 1 shows a simplified representation of a rail vehicle 1 having a vehicle frame 3 supported on on-track undercarriages 2 and a vehicle superstructure 4 which, in the longitudinal direction 5 of the vehicle, has a passage 6 between a driver's cabin 7 at the end and a compartment 8. In addition to the passage 6, the compartment 8 is separated from the driver's cabin 7 by means of a fire protection wall 9. On the opposite front side, a second driver's cabin 10 is located. A work platform 11 is arranged between the compartment 8 and the second driver's cabin 10. A motive drive comprises an electric motor 13 powered by means of an electric energy store 12.

[0028] FIG. 2 shows a top view of the compartment 8. Therein, at the side facing away from the driver's cabin 7, two double fire protection cabinets 14 are arranged side-by-side. Located above each double fire protection cabinet 14, respectively, is a dielectric tank 15. Power converters 16 are positioned oppositely in power converter cabinets 17. A walk-through area is provided between the fire protection cabinets 14 and the power converter cabinets 17. Arranged in this area is a heat pump 18 for using heat emitted by the electric energy store 12.

[0029] For clarification of the arrangement, FIG. 3 shows a schematic cross-section of the compartment 8 with a front view of the two double fire protection cabinets 14 and the dielectric tanks 15 located there above. The fire protection cabinets 14 are arranged distanced by several spacers from a floor covering the vehicle frame 3. In this manner, a simple installation or removal of the fire protection cabinets 14 by means of a fork lift is possible.

[0030] Shown in FIG. 4 is the schematic structure of the electric energy store 12 inside a fire protection cabinet 14. In this, three accumulator blocks 19 are arranged one above the other, being sealed off from one another in each case by fire protection panels 20. The walls of the fire protection cabinet 14 are also lined with fire protection panels. An accumulator block 19 is composed in each case of a master module 21 and three individual slave modules 22. Each module 21, 22 is composed of several accumulator cells 24 around which a dielectric 23 flows.

[0031] The accumulator cells 24 are tempered by means of the dielectric 23 and thus are operated in an optimal temperature range. In case of overheating or igniting of an accumulator cell 24, the dielectric 23 additionally functions as an extinguishing medium which prevents a spreading to neighbouring accumulator cells 24. For tempering the dielectric 23, a dielectric circuit 25 is provided.

[0032] FIG. 5 shows in a schematic block diagram a thermo management of the energy store 12 with the dielectric circuit 25 and a second cooling circuit 26 provided for tempering the driver's cabin 7 and other units. The second cooling circuit 26 is operated with a glycol mixture and comprises an exterior cooler 27 as well as an auxiliary heater 28 in case a heat provided by the heat pump 18 is not sufficient.

[0033] Units connected to the second cooling circuit 26 are, for example, the electric motor 13 and a generator 29 which is coupled to a combustion engine and serves for charging the electric energy store 12. Via a heat exchanger 30, a heat exchange between the dielectric circuit 25 and the second cooling circuit 26 takes place.

[0034] The dielectric circuit 25 comprises a temperature probe 31 which is connected via a signal line 32 to the heat pump 18. The heat pump 18 is supplied by a power converter 33 which is connected to a control 34 via a further signal line 32.

[0035] A feed line 35 leads from the heat pump 18 via the heat exchanger 30 to pumps 36 which pump with a dielectric 23 into each energy store 12 within a fire protection cabinet 14. By a regulated pumping power, each energy store 12 within a fire protection cabinet 14 is tempered separately. A return line 37 carries the dielectric 23 back to the heat pump.

[0036] In FIG. 6, the dielectric circuit 25 is shown without the second cooling circuit 26. In this, four energy stores 12, each housed in a fire protection cabinet 14, are arranged with a common dielectric tank 15. In this, the dielectric tank 15 is connected by means of a fire-extinguishing line 38 to the return line 37 guided above the fire protection cabinets 14. During regular operation, the fire-extinguishing line 38 is closed off by means of an energized magnetic valve 39.

[0037] When the rail vehicle 1 is parked or in the event of a power failure, the magnetic valve 39 is opened. As soon as there is a leak in the system as a result of a defective accumulator cell 24, dielectric 23 flows automatically due to gravity via the fire-extinguishing line 38 and the return line 37 into the energy store 12 concerned. Thus, even in the event of the rail vehicle 1 being current-less, dielectric 23 still flows around the defective accumulator cell 24 so that any overheating or a cell fire can be contained before neighbouring accumulator cells 24 suffer damage.

[0038] In this, a volume compensation of the dielectric 23 between the dielectric circuit 25 and the dielectric tank 15 takes place via a compensation line 40. The latter is equipped with a shut-off valve 41 in order to lock the dielectric tank 15 for maintenance purposes. In addition, the dielectric tank 15 has a cover with a venting valve 42. For maintenance purposes, a drain line 43 with a drain valve 44 is also arranged at an underside of each fire protection cabinet 14.

[0039] As an additional safety measure, two temperature sensors 46 are associated with each accumulator block 19 of the energy store 12. Further, a smoke sensor 45 is arranged in the upper region of the respective energy store 12. Via a signal line 32, these sensors 45, 46 are connected to an alarm unit 45. As soon as a pre-set temperature threshold is exceeded or smoke is detected, a report to an emergency call center ensues. Favourably, the unit 47 comprises a separate battery in order to be operational also when the vehicle 1 is parked.

[0040] Additionally, each temperature sensor 46 is connected via a signal line 32 to the control 34. In case of a detected temperature increase of an energy store 12, the pumping power of the corresponding pump 36 is stepped up via the control 34. The increase in cooling power thus gained dissipates the additional heat and prevents any exceeding of a critical operating temperature.

[0041] FIG. 7 shows schematically a power converter cabinet 48 with a power converter 33 located therein, in which two aerosol cartridges 49 are arranged for extinguishing in each case of fire.