RAIL VEHICLE, METHOD FOR OPERATING A RAIL VEHICLE AND USE OF A TRACTION BATTERY

Abstract

The invention concerns a rail vehicle (1) comprising a first power supply unit (5) which has at least one, preferably at least two, fuel cells (7), at least one fuel storage (8) and a first fuel cell power converter (10). The first fuel cell power converter (10) comprises a DC/DC converter (12) for each fuel cell (7), the DC/DC converters (12) preferably have outputs which are connected in parallel. The first power supply unit (5) is preferably arranged in a powerpack (2).

Claims

1-15. (canceled)

16. A rail vehicle comprising a first power supply unit that has at least one fuel cell, at least one fuel store and a first fuel cell power converter, wherein the first fuel cell power converter comprises a DC/DC converter for each fuel cell.

17. The rail vehicle according to claim 16, wherein the DC/DC converter has outputs which are connected in parallel.

18. The rail vehicle according to claim 16, wherein the first power supply unit is arranged in a power pack.

19. The rail vehicle according to claim 16, wherein the rail vehicle has a second power supply unit, which has at least one fuel cell, at least one fuel store and a second fuel cell power converter, the second fuel cell power converter comprising a DC/DC converter for each fuel cell.

20. The rail vehicle according to claim 19, wherein the DC/DC converter of the second fuel cell has outputs which are connected in parallel.

21. The rail vehicle according to claim 19, wherein the second power supply unit is arranged in a power pack.

22. The rail vehicle according to claim 16, wherein the first fuel cell power converter is electrically connected to a DC-Bus.

23. The rail vehicle according to claim 16, wherein the first power supply unit and the second power supply unit are arranged in a powerpack and the powerpack is mounted on at least one bogie, the bogie of the powerpack or the bogies of the powerpack not being driven.

24. The rail vehicle according to claim 16, wherein the first and/or the second power supply unit comprises a fuel cell energy store.

25. The rail vehicle according claim 16, wherein the powerpack has at least a first DC-Bus connecting device.

26. The rail vehicle according to claim 16, wherein the rail vehicle comprises a first passenger car, the first passenger car having at least a first traction power converter, a first traction motor, wherein the traction power converter is disconnectably connected to the DC-Bus via a third DC-Bus connection device and the first traction power converter comprises a DC/AC converter for connection to the first traction motor.

27. The rail vehicle according to claim 26, wherein the rail vehicle comprises a second passenger car, wherein the second passenger car comprises at least a second traction power converter, a second traction motor, wherein the second traction power converter is disconnectably connected to the DC-Bus via a fourth DC-Bus connecting device and the second traction power converter comprises a DC/AC converter for connection to the second traction motor.

28. The rail vehicle according to claim 26, wherein the first traction power converter and/or the second traction power converter comprise a breaking resistor connected to the DC-Bus via a DC/DC converter.

29. The rail vehicle according to claim 27, wherein the first passenger car and/or the second passenger car are driven end cars.

30. The rail vehicle according to claim 29, wherein the rail vehicle has non-driven center cars.

31. The rail vehicle according to claim 16, wherein the powerpack has no passenger seats.

32. A method for operating the rail vehicle according to claim 16, wherein the at least one fuel cell generates electrical energy which is fed into a DC bus in each case via a dedicated DC/DC converter.

33. The method according to claim 32, wherein the at least one fuel cell is started with the aid of a fuel cell energy storage.

34. The method according to claim 32, wherein the at least one fuel cell is started with the aid of a traction battery on a passenger car via the DC-Bus.

Description

[0059] The invention is explained in more detail in the following FIGURES. Here shows:

[0060] FIG. 1: A rail vehicle with a powerpack and a first passenger car and a second passenger car and a schematic representation of a power supply and traction equipment,

[0061] FIG. 2: a circuit diagram of a powerpack with a first power supply unit and a second power supply unit, and

[0062] FIG. 3: a circuit diagram of a powerpack with a first traction power converter and a first traction motor.

[0063] FIG. 1 shows a rail vehicle 1 with a powerpack 2 and a first passenger car 3 and a second passenger car 4 as well as a schematic diagram of the power supply and traction equipment. The powerpack 2 is connected to the first passenger car 3 and the second passenger car 4, each via a Jacob's bogie 17. In addition to a Jacob's bogie 17, the first passenger car 3 and the second passenger car 4 each have a conventional bogie 18. A first power supply unit 5 and a second power supply unit 6 are arranged in the powerpack 2.

[0064] The first power supply unit 5 comprises a fuel storage 8. The fuel storage 8 supplies three fuel cells 7 with fuel. The three fuel cells 7 are electrically connected in parallel to a first fuel cell power converter 10. In addition, a fuel cell energy storage unit 9 is connected to the first fuel cell power converter 10. Auxiliary power units 27 are connected to the first fuel cell power converter 10.

[0065] The second power supply unit 6 is constructed analogously to the first power supply unit 5. The first fuel cell power converter 10 is electrically connected to the second fuel cell power converter 11 via a DC-Bus 13. A first switch 16 is arranged in the DC-Bus 13.

[0066] The fuel cell power converters (10, 11) are each connected to the DC-Bus 13 via their own DC-Bus connecting device. The first fuel cell power converter 10 is connected to the DC-Bus 13 by means of the first DC-Bus connecting device 14. The second fuel cell power converter 11 is connected to the DC-Bus 13 by means of the second DC-Bus connecting device 15.

[0067] The DC-Bus has a third DC-Bus connecting device 29 through which the first traction power converter 19 is disconnectably connected. First traction power motors 20 are connected to the first traction power converter 19. Furthermore, a first traction battery 21 is connected to the first traction power converter 19. Furthermore, a breaking resistor 26 and traction auxiliaries 28 are connected to the first traction power converter 19.

[0068] Passenger air conditioners and other loads may also be connected to the first traction power converter 19.

[0069] The DC-Bus 13 leads from the powerpack 2 to the first traction power converter 19 on the first passenger car 3. Furthermore, the DC-Bus leads from the powerpack 2 to the second traction power converter 23 on the second passenger car 4. The first traction power converter 19, the first traction motor 20, the first traction battery 21, a breaking resistor 26 and traction auxiliaries 28 are arranged on the first passenger car 3. A second traction power converter 23 is arranged on the second passenger car 4. The DC-Bus 13 is connected to the second traction power converter 23 in an electrically separable manner by means of a fourth DC-Bus connecting device 30. A second traction motor 24, a second traction battery 25, and a breaking resistor 26 and traction auxiliaries 28 are connected to the second traction power converter 23.

[0070] FIG. 2 shows a circuit diagram of the powerpack 2 with the first power supply unit 5 and the second power supply unit 6. The first power supply unit 5 and the second power supply unit 6 are arranged in the powerpack 2. The first power supply unit 5 and the second power supply unit 6 are electrically disconnectably connected by means of a first switch 16. The first DC-Bus connecting device 14 and the second DC-Bus connecting device 15 each have a switch. The first DC-Bus connecting device 14 and the second DC-Bus connecting device 15 can each be integrated in one of the power supply units (5, 6), preferably in the fuel cell power converters (10, 11). The first power supply unit 5 comprises a first fuel cell power converter 10. Furthermore, the first power supply unit 5 comprises three fuel cells 7. The first fuel cell power converter 10 has three DC/DC converters. Thus, the first fuel cell power converter 10 has one DC/DC converter 12 associated with each fuel cell 7 of the first power supply unit 5. The fuel cells 7 are electrically connected in parallel to the first fuel cell power converter 10. The first power supply unit 5 further comprises fuel cell auxiliaries 27. The fuel cell auxiliaries 27 are electrically connected to the first fuel cell power converter 10. A DC/AC converter 22 is connected between the fuel cell auxiliaries 27 and the first fuel cell power converter 10. The fuel cell auxiliaries 27 and the DC-Bus 13 are additionally electrically connected directly, i.e. without further components. If necessary, they can also be connected via a DC/DC converter (not shown). The fuel cell auxiliaries may comprise several components, each of which is connected to the DC-Bus 13 directly or via a DC/DC converter or via a DC/AC converter. The second fuel cell power converter 11 is analogous to the first fuel cell power converter 10 and has the same components arranged in the same manner. The same reference signs indicate the same components.

[0071] FIG. 3 shows a circuit diagram with the powerpack 2 and a first traction power converter 19 as well as a first traction motor 20. The powerpack 2 is connected by means of a DC-Bus 13 to the third DC-Bus connecting device (not shown) of the first traction power converter 19. The first traction power converter 19 includes DC/DC converters 12 and DC/AC converters 22, and a first traction motor 20 is connected to an AC/DC converter 22 of the first traction power converter 19. Traction auxiliaries 28 are connected to a DC/AC converter 22 of the first traction power converter 19. A braking resistor 26 is connected to a DC/DC converter 12 of the first traction power converter 19. First traction batteries 21 are connected to a DC/DC converter 12 of the first traction converter 19. Thus, the first traction motor 20, the first traction auxiliaries 28, the breaking resistor 26, and the first traction battery 21 are connected in parallel to the first traction power converter 19. The traction power converter 19 thus has motor power converters, brake power converters, auxiliary power converters, and battery power converters.

[0072] Electric current can be conducted from the traction batteries 21 through the traction power converter 19 to the traction motor 20. Thus, traction motor 20 is operable by electric current from traction batteries 21. Electric current is conductable from the traction batteries 21 through the traction power converter 19 to the fuel cells (not shown) of the powerpack 2. Thus, the fuel cells (not shown) of the power pack are startable by electric current from the traction batteries 21.