DE102018124887B4 - Drive device for a rail vehicle without manual transmission with an internal combustion engine, a rail vehicle provided therewith and an operating method for such a drive device - Google Patents

Abstract

Drive device (10) for a rail vehicle (50) without manual transmission, comprising
a. at least one first drive train (12a) with an internal combustion engine (14),
b. at least one first electrical machine (18) connectable therewith via a first clutch (16),
c. an output shaft (22) which can be connected to the first electrical machine (18) via a second clutch (20),
d. at least one second drive train (12b) with at least one second electrical machine (30) which is connected to at least one drive axle (36),
e. at least one energy storage unit (40) that can be connected to the electrical machines (18, 30) for receiving or delivering electrical energy,
f. a control unit (42) which controls the at least one internal combustion engine (14), the electrical machines (18, 30), the clutches (16, 20) and the energy storage unit (40).

Description

The invention relates to a drive device for a rail vehicle without manual transmission, a corresponding rail vehicle and an operating method for a rail vehicle provided with such a drive device.

In the railway sector, diesel-mechanical as well as diesel-electric multiple units have so far mostly not had a hybrid drive. The series hybrid and parallel hybrid technology that is widespread in the motor vehicle sector can also be implemented in rail vehicles. A major difference between motor vehicles and rail vehicles is the low coefficient of friction between wheel and rail. This requires that the traction must be distributed over as many axes as possible when starting to achieve the desired acceleration. Furthermore, the significantly higher vehicle mass causes a high load on the clutches when starting off in a parallel-hybrid configuration, which requires complex clutch configurations such as hydraulic starting converters.

Series hybrid vehicles can accelerate very well thanks to the directly available maximum engine torque of the electric machine. However, this configuration entails high investment costs, weight and installation space because some components have to be duplicated, in particular the generator and its converter. Furthermore, losses occur in all operating points due to the necessary energy conversion.

From the DE 10 2014 218 402 A1 , DE 10 2009 042 256 A1 and DE 10 2007 023 924 A1 Rail vehicles with drive devices comprising an internal combustion engine and two electric motors as well as an energy storage unit are known. Likewise, the US 6 569 055 B2 represents the state of the art.

From the US 2014/0 228 168 A1 , US 2012/0 077 632 A1 or. US 2016/0 347 164 A1 Configurations for motor vehicles are known which are characterized by their simple integration in the vehicle and the possibility of starting up purely electrically. To start when the battery is empty, you need a clutch for starting and a manual transmission.

Especially when existing diesel-mechanical or diesel-electric multiple units are converted to hybrid technology, there is often only a very limited installation space and a limited mass budget, in which a battery with a not inconsiderable volume and large mass must be accommodated, so that the remaining installation space and the possible increase in mass for the remaining components is even more limited.

The object of the invention is to provide a drive device for a rail vehicle which, despite the omission of assemblies previously considered indispensable, enables a comprehensive hybrid drive and has a very compact and lightweight construction.

The invention results from the features of independent claim 1 and from the independent but dependent claims 9 , 10 and 18th . Advantageous further developments and refinements are the subject of the dependent subclaims. Further features, possible applications and advantages of the invention emerge from the following description and the explanation of exemplary embodiments of the invention which are shown in the figures.

• - mindestens einen ersten Antriebsstrang mit einer Verbrennungskraftmaschine, mindestens einer damit über eine erste Kupplung verbindbare erste elektrische Maschine, sowie einer über eine zweite Kupplung mit der ersten elektrischen Maschine verbindbare Abtriebswelle,
• - ferner mindestens einen zweiten Antriebsstrang mit mindestens einer zweiten elektrischen Maschine, die mit mindestens einer Antriebsachse verbunden ist,
• - mindestens eine Energiespeichereinheit, die mit den elektrischen Maschinen zur Aufnahme oder Abgabe elektrischer Energie verbindbar ist,
• - eine Kontrolleinheit, welche die Verbrennungskraftmaschine, die elektrischen Maschinen, die Kupplungen sowie die Energiespeichereinheit steuert.

The object is achieved by a drive device for a rail vehicle without manual transmission, comprising

• - At least one first drive train with an internal combustion engine, at least one first electrical machine that can be connected to it via a first clutch, and an output shaft that can be connected to the first electrical machine via a second clutch,
• - Furthermore, at least one second drive train with at least one second electrical machine which is connected to at least one drive axle,
• - At least one energy storage unit that can be connected to the electrical machines for receiving or delivering electrical energy,
• - A control unit which controls the internal combustion engine, the electrical machines, the clutches and the energy storage unit.

The combination of features according to the invention achieves a structural simplification which makes it possible to replace a gearbox and a starting clutch with two clutches which are not used for starting and which can thus be made much simpler and more compact. It is thus possible to dispense with the gearbox that was previously considered necessary in internal combustion engines and a starting clutch and thus design the drive device in a structurally simpler and more space-saving manner. In this way, the installation space and space required for retrofitting a battery can be made available, particularly when converting conventional diesel-mechanical or diesel-electric multiple units.

According to an advantageous development of the invention, the output shaft is connected to at least one gear set via a respective bevel gear. The energy generated by the first drive train is thus transmitted to at least one pair of wheels. It is advantageously also possible to drive several pairs of wheels, in particular those that are combined in a bogie, in order to distribute the existing torque to several wheels.

According to an advantageous development of the invention, at least one gear with a fixed ratio is arranged in the first drive train. Such a transmission requires little space and can be mounted in many places in the drive train, for example directly on the internal combustion engine or behind the output shaft.

According to an advantageous development, the first drive train comprises a reversing gear in order to be able to use the internal combustion engine for driving forward and backward. Alternatively, the reversing gear can be dispensed with if the reverse drive can be carried out by means of the electrical machines.

According to an advantageous development, the internal combustion engine comprises a starter motor. Such an arrangement is rather trivial, but alternatively the starter motor can be dispensed with and the electrical machine arranged in the first drive train can be used to start the internal combustion engine.

According to an advantageous further development, the clutches are designed as shift clutches, preferably as dry multi-plate clutches, which enable a very compact and structurally simple arrangement.

According to an advantageous development, the control unit comprises a map memory device in which at least one engine map of the internal combustion engine is stored with relationships between speed, output torque and a further variable. According to a preferred development, this variable is the pollutant emission or an essential component thereof such as NO _x . Alternatively, this quantity is the fuel consumption. According to a further advantageous development, the map can also include a further dimension and in particular contain both the pollutant emissions and the fuel consumption, so that an operating point can be determined that represents a compromise between the two requirements for low pollutant emissions and fuel consumption.

According to an advantageous development of the invention, it comprises an energy feed device for supplying electrical energy from an external energy source. The energy feed device can in particular be designed as a current collector that can be electrically connected to a busbar or overhead line. Then either the internal combustion engine can be switched off and driven by means of the electrical machines or the energy storage unit can be charged in this way.

One embodiment of the invention provides for a rail vehicle to be provided which has a drive device according to one of the above. Includes training. It is preferably possible in a simple embodiment to provide a first and a second drive train. Alternatively, two first drive trains, that is to say with two internal combustion engines, can be provided, especially in a symmetrical railcar at the very front and rear. Alternatively or additionally, several second drive trains can be provided, in particular when electrical machines are attached directly to the wheels.

The invention also includes an operating method for a drive device described above for starting the rail vehicle until a target speed is reached, the first clutch being disengaged and the electrical machines being controlled by the control unit to generate torques for the purpose of accelerating the rail vehicle.
When a threshold speed is reached by means of the electric drive, the internal combustion engine is either started by means of a starter motor and then, preferably at largely the same speed, the first clutch is brought into engagement on both sides. Alternatively, if there is no starter motor, when the threshold speed is reached on the output shaft, the first clutch is engaged and the internal combustion engine is thereby set in motion and started. The control unit then controls the internal combustion engine and the electrical machines until a target speed is reached.

In this way, a rail vehicle of this type can be started without the need for a gearbox.

According to an advantageous development, the control unit controls the at least one internal combustion engine on the basis of a stored characteristic map in such a way that a characteristic map minimum for the current engine speed is present. In this way, the acceleration process can either be as low as possible or as low as possible Fuel consumption are carried out, which is particularly advantageous in rail vehicles with frequent stops such as suburban trains or the like.

It is of course provided within the scope of the invention that, when braking, this takes place if possible by connecting the electrical machines as generators in order to recover as much kinetic energy as possible.

The invention further comprises an operating method for an above-described drive device for moving the rail vehicle at a target speed, the first and second clutches being engaged, by the control unit the at least one internal combustion engine is controlled on the basis of a stored map to an operating point at which there is a characteristic map minimum for an engine speed predetermined by the drive train for the target speed.

The control unit switches the electrical machines as electric motors in order to provide additional torque to the output shafts if the torque generated by the at least one internal combustion engine is not sufficient to achieve the target speed. Alternatively, the control unit switches at least one electric machine as a generator in order to branch off torque and store it in the energy storage unit if the torque generated by the at least one internal combustion engine exceeds the torque required for the target speed.

This enables driving at a constant speed with consumption-optimized or pollutant-optimized operation.

According to an advantageous development, when at least one of the electrical machines is operating as a generator, the control unit determines the state of charge of the energy storage unit and, depending on the state of charge, adjusts the operating point of the internal combustion engine to generate more torque and thus charge current for the energy storage unit.

This allows the energy storage unit to be charged when its state of charge is too low by adjusting the operating point of the internal combustion engine along the set map minimum, i.e. accelerating and converting the excess torque generated into electrical energy via the directly connected electrical machine connected as a generator.

According to an advantageous development, the internal combustion engine is temporarily operated at an operating point that is optimal for the regeneration of an existing exhaust gas treatment unit, the energy generated being provided mechanically to the output shaft and / or to the electrical machine depending on the operating situation. In this way, an exhaust gas treatment unit can be regenerated during normal driving operations with operation that is optimized for consumption or pollutants.

The invention further comprises an operating method for a drive device described above for moving the rail vehicle at a target speed, the first clutch being engaged and the second clutch being disengaged, which drives at least one internal combustion engine to generate electrical energy, the first electrical machine controlled in generator mode, the at least one second electrical machine is switched as an electric motor, by means of which the rail vehicle is operated at the target speed.

Depending on the state of charge of the energy storage unit, the control unit controls the at least one internal combustion engine in such a way that more, the same amount or less than the electrical energy required for the drive is generated and optionally stored in the energy storage unit or taken from it, the internal combustion engine being controlled by the control unit is controlled on the basis of a stored map to an operating point at which a map minimum is present for the withdrawn energy.

Operation with the generation of precisely the energy required for driving can be used, especially in a case when the energy storage unit is defective.

Further advantages, features and details emerge from the following description in which at least one exemplary embodiment is described in detail - possibly with reference to the drawings. Identical, similar and / or functionally identical parts are provided with the same reference symbols.

• 1: eine schematische Darstellung einer ersten Ausführung einer
• Antriebsvorrichtung gemäß der vorliegenden Erfindung,
• 2: ein Kennfeld für eine Verbrennungskraftmaschine,
• 3: eine schematische Darstellung eines Schienenfahrzeugs,
• 4: ein Blockdiagramm eines Verfahrens zum Anfahren eines Schienenfahrzeugs,
• 5: ein Blockdiagramm eines Verfahrens zum Bewegen des Schienenfahrzeugs.

Show it:

• 1 : a schematic representation of a first embodiment of a
• Drive device according to the present invention,
• 2 : a map for an internal combustion engine,
• 3 : a schematic representation of a rail vehicle,
• 4th : a block diagram of a method for starting a rail vehicle,
• 5 : a block diagram of a method for moving the rail vehicle.

The drive device 10 includes according to 1 two drive trains 12a , 12b , being the first drive train 12a an internal combustion engine 14th , a first clutch 16 , a first electric machine 18th , a second clutch 20th and a first output shaft 22nd includes. The output shaft 22nd is with a first bevel gear 24 connected that via a wheel axle 26th two first wheels 28a , 28b drives. The pair of wheels 28a , 28b stands on rails not shown. As an alternative to the in 1 The embodiment shown can be the first output shaft 22nd also be coupled to a second set (not shown) of bevel gear, wheel axle and pair of wheels, in particular if the two wheel sets are combined in a normal bogie or Jakobs bogie. Typically the first electrical machine knows 18th a through shaft for connection to the two couplings 16 , 20th on. Alternatively, it is also possible to use the electrical machine 18th via a transmission or in some other way with the two clutches 16 , 20th to bring connecting shaft into engagement.

The second drive train 12b is purely electric and includes a second electric machine 30th , which in one version have a second output shaft 32 , a second bevel gear 34 , a second wheel axle 36 with second wheels 38a , 38b is coupled. Alternatively, the second electrical machine 30th also directly with the wheel axle 36 be connected. In yet another alternative embodiment, two or more second drive trains 12b are provided in each of which a second electrical machine 30th directly on one of the second or further bikes 38a , 38b is appropriate.

The two electrical machines 18th , 30th come with an electrical energy storage unit 40 , typically connected to a high-voltage battery in order to either draw electrical energy from this when the respective electrical machine 18th , 30th is operated as an electric motor or to supply electrical energy when the respective electrical machine 18th , 30th operated as a generator.

The regulation of all components of the drive device 10 takes place via a control unit 42 , which have a map storage device 44 includes, in the at least one map of the internal combustion engine 14th is stored.

The internal combustion engine 14th preferably comprises a starter motor 46 . In the internal combustion engine 14th it is preferably a diesel engine.

In 2 is one in the map storage means 44 Stored map with the specific pollutant emissions as a further variable for an internal combustion engine designed as a diesel engine 14th shown, which contains the speed as the abscissa and the torque as the ordinate. Various specific pollutant emissions (mostly in g / kWh) are included 47 marked. The path with minimal specific pollutant emissions is with 48 , the path of maximum output power with 49 marked. This makes it possible to combine the pollutant and energy-optimized state of all drive machines in order to set the best operating point. Preferably for each drive unit 14th , 18th , 30th as well as for every energy storage 40 a map must be available. The maps are determined beforehand through tests. The maps not only consider the energetic state of the drive machines, but also the absolute pollutant emissions (e.g. NOx) for internal combustion engines. According to a further development, these characteristic diagrams can be dependent on the current operating state (for example engine temperature) and also environmental variables (for example ambient temperature).

In 3 is a schematic representation of a preferred embodiment of a rail vehicle 50 shown, the multiple axle units 52 includes, which each include two wheel axles as bogies. The drive device installed therein comprises a first drive train 12a and a second drive train 12b . There is also an energy storage unit 40 provided that with both drive trains 12a , 12b via a pipeline system 54 connected is. An energy supply device 56 for feeding electrical energy from an overhead contact line (not shown) is also with the line system 54 connected. A fuel tank 58 serves to supply energy to the first drive train 12a arranged internal combustion engine 14th .

In addition to the electrical machines as components of the drive trains 12a , 12b includes the rail vehicle 50 further secondary consumers 60 , in particular lighting, air conditioning and other electrical consumers. A parent instance 62 , especially a train driver, gives the command signal to the control unit 42 which the internal combustion engine 14th and the electrical machines 18th , 30th ( 1 ) control so that a given command signal is fulfilled together. The energy storage unit is preferably also used 40 held between two thresholds.

In 4th is a method for starting a rail vehicle 50 with the drive device 10 shown. In the initial state 70 is the rail vehicle 50 at rest that first clutch 16 is disengaged and the internal combustion engine 14th is at a standstill.

In step 72 become the electrical machines 18th , 30th from the control unit 42 for generating torques for the purpose of accelerating the rail vehicle 50 controlled, the rail vehicle 50 accelerated by the electrical machines switched as electric motors 18th , 30th generated torque.

In step 74 becomes a threshold speed on the output shaft 22nd achieved at which the internal combustion engine 14th running in idle state. This is done by means of the starter motor 46 started and then in step 76 the first clutch 16 engaged.

In step 78 are controlled by the control unit 42 the internal combustion engine 14th as well as the electrical machines 18th , 30th controlled until a target speed is reached. The internal combustion engine 14th is done by the control unit 42 controlled so that due to the in the map memory device 44 stored map the internal combustion engine 14th is operated as possible along a map minimum.

In 5 is a method for moving the rail vehicle 50 shown with a target speed, with from the control unit 42 in one step 80 the state of charge of the energy storage unit 40 is determined. Is done in one step 82 determined that an upper limit state of charge of the energy storage unit 40 is exceeded in one step 84 the first clutch 16 disengaged and the internal combustion engine 14th switched off. The drive power for the rail vehicle 50 is then carried out by the control unit 42 at least two electrical machines connected as electric motors 18th , 30th generated. Is done in one step 86 found that a lower limit state of charge in the energy storage unit 40 is not reached, then in step 88 the internal combustion engine 14th started and the electric machine 18th switched as a generator. The steps 80 to 88 are reached when 88 executed repeatedly.

Although the invention has been illustrated and explained in more detail by preferred exemplary embodiments, the invention is not restricted by the disclosed examples and other variations can be derived therefrom by the person skilled in the art without departing from the scope of protection of the invention. It is therefore clear that there is a multitude of possible variations. It is also clear that embodiments cited by way of example really only represent examples that are not to be interpreted in any way as a limitation, for example, of the scope of protection, the possible applications or the configuration of the invention. Rather, the preceding description and the description of the figures enable the person skilled in the art to implement the exemplary embodiments in concrete terms, whereby the person skilled in the art, with knowledge of the disclosed inventive concept, can make various changes, for example with regard to the function or the arrangement of individual elements mentioned in an exemplary embodiment, without the To leave the scope of protection defined by the claims and their legal equivalents, such as further explanations in the description.

List of reference symbols

10

Drive device

12a, b

Powertrains

14th

Internal combustion engine

16

first clutch

18th

first electric machine

20th

second clutch

22nd

first output shaft

24

first bevel gear

26th

first wheel axle

28 a, b

first wheels

30th

second electric machine

32

second output shaft

34

second bevel gear

36

second wheel axle

38 a, b

second wheels

40

Energy storage unit

42

Control unit

44

Map memory device

46

Starter motor

47

specific pollutant emissions

48

Minimal emission path

49

Maximum output power path

50

Rail vehicle

52

Axle units

54

Line system

56

Energy supply device

58

Fuel tank

60

Secondary consumers

62

Instance

70-88

steps

Claims (18)

Drive device (10) for a rail vehicle (50) without manual transmission, comprising a. at least one first drive train (12a) with an internal combustion engine (14), b. at least one first electrical machine (18) connectable therewith via a first clutch (16), c. an output shaft (22) which can be connected to the first electrical machine (18) via a second clutch (20), d. at least one second drive train (12b) with at least one second electrical machine (30) which is connected to at least one drive axle (36), e. at least one energy storage unit (40) that can be connected to the electrical machines (18, 30) for receiving or delivering electrical energy, f. a control unit (42) which controls the at least one internal combustion engine (14), the electrical machines (18, 30), the clutches (16, 20) and the energy storage unit (40). Drive device (10) after Claim 1 , characterized in that the output shaft (22) is connected to at least one gear set (28a, 28b) via a respective bevel gear (24). Drive device (10) after Claim 2 , characterized in that at least one gear with fixed translation is arranged in the first drive train (12a). Drive device (10) according to one of the Claims 1 to 3 , characterized in that the first drive train (12a) comprises a reversing gear. Drive device (10) according to one of the preceding claims, characterized in that the internal combustion engine (14) comprises a starter motor (46). Drive device (10) according to one of the preceding claims, characterized in that the clutches (16, 20) are designed as shift clutches. Drive device (10) according to one of the preceding claims, characterized in that the control unit (42) comprises a map memory device (44) in which at least one engine map of the internal combustion engine (14) is stored with relationships at least between speed, output torque and pollutant emissions and / or fuel consumption is. Drive device (10) according to one of the preceding claims, characterized in that it comprises an energy feed device (56) for supplying electrical energy from an external energy source. Rail vehicle comprising a drive device (10) according to one of the preceding claims, comprising a first (12a) and a second (12b) drive train, or comprising two first (12a) and at least one second (12b) drive train or comprising a first (12a) and at least two second (12b) drive trains. Operating method for a drive device (10) according to one of the Claims 1 to 8th for starting the rail vehicle (50) until a target speed is reached, wherein a. the first clutch (16) is disengaged, b. the electrical machines (18, 30) are controlled by the control unit (42) to generate torques for the purpose of accelerating the rail vehicle (50), c. when a threshold speed is reached on the output shaft (22), the internal combustion engine (14) is started and then the first clutch (16) is brought into engagement, or when the threshold speed is reached, the first clutch (16) is brought into engagement and thereby the internal combustion engine (14) set in motion and started, d. the control unit (42) controls the internal combustion engine (14) and the electrical machines (18, 30) until a target speed is reached. Operating procedures according to Claim 10 , characterized in that the at least one internal combustion engine (14) is controlled by the control unit (42) on the basis of a stored characteristic map in such a way that a map minimum for the current engine speed is present. Operating method for a drive device (10) according to one of the Claims 1 to 8th for moving the rail vehicle at a target speed, where a. the first and second clutches (16, 20) are in engagement, b. the control unit (42) controls the at least one internal combustion engine (14) on the basis of a stored map (44) to an operating point at which a map minimum is present for an engine speed predetermined by the drive train for the target speed, c. at least one electric machine (18, 30) is switched as an electric motor by the control unit (42) in order to provide additional torque to the Providing output shafts (22, 32) if the torque generated by the at least one internal combustion engine (14) is not sufficient to achieve the target speed, d. or at least one electrical machine (18, 30) is switched as a generator by the control unit (42) in order to divert torque and store it in the energy storage unit (40) if the one generated by the at least one internal combustion engine (14) is what is required for the target speed Torque exceeds. Operating method according to the preceding claim, characterized in that the map minimum is a pollutant emission minimum or a consumption minimum. Operating method according to the preceding claim, characterized in that during operation at least one of the electrical machines (18, 30) is operated as a generator and the control unit (42) determines the state of charge of the energy storage unit (40) and, depending on the state of charge, the operating point of the internal combustion engine (14) is adjusted to generate more torque and thus charging current for the energy storage unit (40). Operating method for a drive device (10) according to Claim 7 for moving the rail vehicle at a target speed, with the control unit (42) a. the state of charge of the energy storage unit (40) is determined, b. and when an upper limit state of charge is exceeded, the first clutch (16) is disengaged and the internal combustion engine (14) is switched off and the drive power is generated by the at least two electrical machines (18, 30), c. and when the charge state falls below a lower limit, the internal combustion engine (14) is started and at least one of the electrical machines (18, 30) is switched as a generator. Operating procedure according to one of the Claims 12 to 15th , characterized in that the internal combustion engine (14) is temporarily operated at an operating point that is optimal for the regeneration of an existing exhaust gas treatment unit, the energy generated being provided mechanically to the output shaft (22) and / or to the electrical machine (18) depending on the operating situation becomes. Operating method for a drive device (10) according to a Claims 1 to 8th for moving the rail vehicle at a target speed, where a. the first clutch (16) is engaged and the second clutch (20) is disengaged, b. the at least one internal combustion engine (14) drives the first electrical machine (18) controlled in generator mode to generate electrical energy, c. the at least one second electrical machine (30) is switched as an electric motor, by means of which the rail vehicle (50) is operated at the target speed, d. wherein the control unit (42), depending on the charge state of the energy storage unit (40), controls the at least one internal combustion engine (14) in such a way that more, the same or less than the electrical energy required for driving is generated and optionally stored in the energy storage unit (40) or is taken from this, e. the internal combustion engine (14) is controlled by the control unit (42) on the basis of a stored characteristic diagram to an operating point at which a characteristic diagram minimum is present for the energy drawn. Control unit for carrying out an operating method according to one of the Claims 10 to 17th .

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