EP1900590A2 - Système d'alimentation en énergie d'une locomotive diesel - Google Patents

Système d'alimentation en énergie d'une locomotive diesel Download PDF

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Publication number
EP1900590A2
EP1900590A2 EP07016956A EP07016956A EP1900590A2 EP 1900590 A2 EP1900590 A2 EP 1900590A2 EP 07016956 A EP07016956 A EP 07016956A EP 07016956 A EP07016956 A EP 07016956A EP 1900590 A2 EP1900590 A2 EP 1900590A2
Authority
EP
European Patent Office
Prior art keywords
generator
diesel engine
auxiliary
main drive
drive unit
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP07016956A
Other languages
German (de)
English (en)
Other versions
EP1900590B1 (fr
EP1900590A3 (fr
Inventor
Detlef Eggers
Claus Rathje
Jürgen Krumbeck
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Voith Turbo Lokomotivtechnik GmbH and Co KG
Original Assignee
Voith Turbo Lokomotivtechnik GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Voith Turbo Lokomotivtechnik GmbH and Co KG filed Critical Voith Turbo Lokomotivtechnik GmbH and Co KG
Priority to PL07016956T priority Critical patent/PL1900590T3/pl
Publication of EP1900590A2 publication Critical patent/EP1900590A2/fr
Publication of EP1900590A3 publication Critical patent/EP1900590A3/fr
Application granted granted Critical
Publication of EP1900590B1 publication Critical patent/EP1900590B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C5/00—Locomotives or motor railcars with IC engines or gas turbines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/08—Transmission systems in or for locomotives or motor railcars with IC reciprocating piston engines
    • B61C9/14—Transmission systems in or for locomotives or motor railcars with IC reciprocating piston engines hydraulic, including combinations with mechanical gearing
    • B61C9/16—Transmission systems in or for locomotives or motor railcars with IC reciprocating piston engines hydraulic, including combinations with mechanical gearing using gearing of the hydrostatic type

Definitions

  • the invention relates to a locomotive with a diesel engine as drive, further comprising a power supply system.
  • Locomotives have a drive unit as an engine, in this case a diesel engine with a transmission.
  • On the locomotive are numerous energy consumers, especially consumers of electrical energy, but also energy in the form of compressed air or hydraulic.
  • the chargers for the 24 V on-board power supply are normally operated at 400V.
  • air conditioning or heating systems belong to the consumers, including heaters for keeping the cooling water warm and for promoting the starting of the diesel engine, and not least electric lamps. All these consumers of electrical energy are fed by a generator, which in turn is powered by the diesel engine.
  • the invention has for its object to make the power supply system driven by a diesel engine locomotive such that with low investment and operating costs, the necessary supply of consumers with electrical energy is guaranteed even during a break in operation.
  • the core idea of the invention is therefore to provide an auxiliary drive which has a much lower power than the main drive, in accordance with the energy requirements of said consumers.
  • Both drives - main drive and auxiliary drive - selectively drive the mentioned generator, which is the only generator of the whole system.
  • the on-board power supply is thus supplied with electrical energy at all times, both during operation of the main drive and when the main drive is switched off.
  • the auxiliary drive according to the invention naturally requires to have only a low power. This is on the order of a hundredth of the power of the main drive.
  • the main diesel engine can have a capacity of 3600 kW, but the auxiliary diesel engine has an output of only 35 kW.
  • the investment is low because the auxiliary diesel is correspondingly small and inexpensive. Only one single generator is needed, namely the existing one.
  • the key advantage of the invention is that in the breaks the main drive does not have to run, but only the auxiliary drive.
  • the energy consumption is accordingly low. It is - based on the breaks in operation - at a hundredth of a conventional locomotive.
  • the auxiliary drive with an auxiliary diesel engine can be dimensioned relatively low performance. He just has to apply as much power as the electrical power supply requires.
  • Another advantage is that the expensive main drive must run much less hours of operation, and therefore that the wear and the consequential costs are drastically reduced by the invention.
  • Another advantage is that the noise pollution caused by the main drive is eliminated during breaks.
  • Another advantage is the independence from external energy supply.
  • Another advantage is that a special drive for the auxiliary generator to increase the vehicle reliability is unnecessary.
  • the drive connection between main drive and generator can be made mechanically, but also in a hydraulic manner.
  • This has the advantage that the designer is virtually independent in the spatial allocation of the main drive and generator.
  • the energy transfer takes place via hydraulic lines, so that the generator can be arranged practically anywhere in the locomotive.
  • the auxiliary drive Since the auxiliary drive is relatively small, it can usually be arranged in the vicinity of the generator, which allows a mechanical torque transmission.
  • the locomotive can thus be equipped with a hydraulic system.
  • This includes a hydraulic pump, which is in driving connection with the diesel engine, and a hydraulic motor connected downstream of the hydraulic pump. Furthermore, an auxiliary diesel engine is provided.
  • the electric generator is switched between the hydraulic motor and the auxiliary diesel engine, such that it can be driven either by the main diesel engine - via the hydraulic pump and the hydraulic motor - or via the auxiliary diesel engine.
  • the generator can be coupled and uncoupled, once with respect to the hydraulic motor, and secondly with respect to the auxiliary diesel engine.
  • centrifugal clutches can be provided, but also other couplings, for example, hydrodynamic couplings that operate on the Föttinger principle.
  • the auxiliary diesel engine can be operated at rated power, and thus at maximum efficiency.
  • the drawing contains a block diagram representing the drive unit, the auxiliary unit with the auxiliary diesel engine and all accessories such as the aforementioned hydraulic machines.
  • the main drive unit 1 includes a diesel engine with transmission. To the main drive unit 1, four hydraulic pumps 2, 3, 4, 5 are connected. These four hydraulic pumps are drivable by the main drive unit 1.
  • the hydraulic motor is followed by a first clutch 8, then a generator 9, and then a second clutch 10th
  • An auxiliary diesel engine 11 can be brought into drive connection with the generator 9 via the second clutch 10.
  • the main drive unit 1 When the locomotive is ready, the main drive unit 1 is running. It drives the hydraulic pump 5. This promotes a pressure medium in pressure medium line. 6 to the hydraulic motor 7. Hydraulic motor 7 is accordingly driven by the volume flow of the hydraulic medium. The first clutch 8 is closed and therefore transmits torque to the generator 9. This generates electrical energy that is fed into the 400 V electrical system of the locomotive.
  • the operation of the locomotive can thus be made very variable.
  • the auxiliary diesel engine 11 can be operated in two ways, namely in automatic mode and in manual mode.
  • the auxiliary diesel engine 11 starts only when electrical consumers make it necessary and deliver a corresponding signal to a starting device of the auxiliary diesel engine 11. If, for example, it is detected by a sensor that the vehicle electrical system batteries 13 have to be charged, then a signal is fed to the starting device, which emits the auxiliary diesel engine 11. Now also runs generator 9 and supplies the charger with electrical energy with a voltage of 400 V. Another trigger for starting the auxiliary diesel engine 11 could be below the minimum pressure in the air reservoir of an air start system. In this case, in turn, the auxiliary diesel engine 11 starts and supplies the compressor of the starting air system with electrical energy.
  • the auxiliary diesel engine 11 can be permanently switched on or off via a switch in the cab. For example, a permanent shutdown may be desired when the locomotive is parked overnight near a residential area.
  • the diagram shows the following further details of the system.
  • the two hydraulic pumps 2 and 3 drive hydraulic motors 30, 31, 32 of cooling fans.
  • the hydraulic pump 4 drives a motor 34, which has a Cooling water pump 35 operates. It may further drive a motor 36 for a compressor 37.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Generation Of Surge Voltage And Current (AREA)
  • Valve Device For Special Equipments (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP07016956A 2006-09-14 2007-08-30 Système d'alimentation en énergie d'une locomotive diesel Active EP1900590B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL07016956T PL1900590T3 (pl) 2006-09-14 2007-08-30 System zasilania energią lokomotywy spalinowej

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102006043927A DE102006043927A1 (de) 2006-09-14 2006-09-14 Energieversorgungssystem einer Diesellokomotive

Publications (3)

Publication Number Publication Date
EP1900590A2 true EP1900590A2 (fr) 2008-03-19
EP1900590A3 EP1900590A3 (fr) 2009-04-22
EP1900590B1 EP1900590B1 (fr) 2010-06-09

Family

ID=38828675

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07016956A Active EP1900590B1 (fr) 2006-09-14 2007-08-30 Système d'alimentation en énergie d'une locomotive diesel

Country Status (6)

Country Link
EP (1) EP1900590B1 (fr)
AT (1) ATE470612T1 (fr)
DE (2) DE102006043927A1 (fr)
DK (1) DK1900590T3 (fr)
PL (1) PL1900590T3 (fr)
PT (1) PT1900590E (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011108997A1 (fr) * 2010-03-01 2011-09-09 EVPŬ, a.s. Procédé permettant de limiter le régime de ralenti des manœuvres d'aiguillage d'une motrice et des locomotives sur rails
WO2017119826A1 (fr) * 2016-01-06 2017-07-13 Mihai Marcu Installation polyvalente autonome pour optimiser le fonctionnement de locomotives diesel

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR634475A (fr) 1926-11-06 1928-02-18 Belge D Outil Pneumatique Soc Perfectionnements aux broyeurs
DE1166239B (de) 1961-02-08 1964-03-26 Voith Gmbh J M Antriebsanlage fuer ein Triebfahrzeug mit einem Hauptmotor und mindestens einem Hilfsmotor, insbesondere fuer Schienentriebfahrzeuge

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BE634475A (fr) *
DE814604C (de) * 1949-11-15 1951-09-24 Fried Krupp Lokomotivfabrik Hilfsmaschinenantrieb fuer Triebfahrzeuge, insbesondere fuer Diesellokomotiven mit mindestens zwei Antriebsmotoren
DE1148250B (de) * 1961-07-29 1963-05-09 Voith Getriebe Kg Antriebsanlage mit Verbrennungsmotor und Stroemungswandler sowie Verfahren zu deren Betrieb, insbesondere fuer Schienenfahrzeuge
DE1455052A1 (de) * 1963-05-08 1969-06-12 Voith Getriebe Kg Antriebsanlage fuer ein Schienentriebfahrzeug mit Verbrennungsmotor und mindestens einem Stroemungswandler sowie Verfahren zu deren Betrieb
SE423368B (sv) * 1980-09-15 1982-05-03 Volvo Flygmotor Ab Forfarande for att forhindra slirning eller glidning mellan drivhjul och underlag vid serskilt fleraxliga fordonsdrivsystem med hydrostatisk kraftoverforing
DE10129488A1 (de) * 2001-06-21 2003-01-02 Voith Turbo Kg Antriebssystem für einen Generator, insbesondere Generatorantrieb

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR634475A (fr) 1926-11-06 1928-02-18 Belge D Outil Pneumatique Soc Perfectionnements aux broyeurs
DE1166239B (de) 1961-02-08 1964-03-26 Voith Gmbh J M Antriebsanlage fuer ein Triebfahrzeug mit einem Hauptmotor und mindestens einem Hilfsmotor, insbesondere fuer Schienentriebfahrzeuge

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011108997A1 (fr) * 2010-03-01 2011-09-09 EVPŬ, a.s. Procédé permettant de limiter le régime de ralenti des manœuvres d'aiguillage d'une motrice et des locomotives sur rails
WO2017119826A1 (fr) * 2016-01-06 2017-07-13 Mihai Marcu Installation polyvalente autonome pour optimiser le fonctionnement de locomotives diesel

Also Published As

Publication number Publication date
EP1900590B1 (fr) 2010-06-09
DE502007004057D1 (de) 2010-07-22
PL1900590T3 (pl) 2010-11-30
EP1900590A3 (fr) 2009-04-22
DE102006043927A1 (de) 2008-03-27
PT1900590E (pt) 2010-06-21
ATE470612T1 (de) 2010-06-15
DK1900590T3 (da) 2010-08-02

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