ARRANGEMENT FOR DRIVING A VEHICLE COUPLED TO A TRAILER

Abstract

An arrangement for driving a vehicle coupled to a trailer has a vehicle with a traction engine for driving the vehicle and a trailer which is connected to the vehicle and has a tank in which a gas-bound energy source is stored. The vehicle has a galvanic cell as an energy generation unit, using which, by means of a chemical reaction of the gas-bound energy source that is continuously fed to it with an oxidant, drive energy is formed and fed to the traction engine for driving purposes. The vehicle and the trailer are connected to one another via a transmission line such that the gas-bound energy source passes from the tank of the trailer to the energy generation unit of the vehicle. The transmission line is coupled to a protection device such that, during operation of the vehicle connected to the trailer, damage to the transmission line is prevented.

Description

The invention relates to an arrangement for propelling a vehicle coupled with a trailer, in particular a rail vehicle coupled with a tender.

Alternative propulsion concepts are being accorded ever higher priorities by reason of political considerations relating to the energy transition. These alternative propulsion concepts include propulsion concepts that use gas-bound energy-carriers—for instance, hydrogen in conjunction with fuel cells.

Both in highway transport and in rail transport, test vehicles and production vehicles—for instance, shunting locomotives, commuter vehicles, city buses, etc.—have been equipped and operated with this technology.

Where use is made of gas-bound energy-carriers in a vehicle, the problem arises that the energy density of the gas-bound energy-carriers (for example, hydrogen) is distinctly lower in comparison with liquid fossilized energy-carriers (for example, diesel, gasoline). Accordingly, in comparison a significantly larger volume has to be provided in the vehicle for the purpose of storing the gas-bound energy-carrier.

Known city buses use natural gas for operation, the large storage volume needed for this being provided in the form of a roof-spanning tank. The tank takes the form of an integrated component of the city bus. A solution of such a type, based on integration, can only be implemented with difficulty for rail transport: rail vehicles—in particular, locomotives in a block train—need very large quantities of a gas-bound energy-carrier for adequate deployment, but the tank needed for this is not available in the rail vehicle itself.

With a view to solving this problem, it is known to couple a rail vehicle with a tender, or trailer, in which case the tender transports the gas-bound energy-carrier (for example, hydrogen) and an associated energy-generation unit (for example, a fuel cell). Accordingly, electrical energy is generated on the tender side from the gas-bound energy-carrier.

The electrical energy is transmitted by line from the tender to the rail vehicle and reaches electric traction motors arranged there, in order to propel the rail vehicle together with the tender.

As an alternative, it is known to transmit the electrical energy generated on the tender side from the gas-bound energy-carrier to electric traction motors pertaining to the tender, in order to accomplish the propulsion of the rail vehicle together with the tender, or at least to assist the propulsion if necessary.

The object of the present invention is to specify an alternative arrangement for propelling a vehicle coupled with a trailer, in particular a rail vehicle coupled with a tender.

This object is achieved by virtue of the features of the independent patent claim. Advantageous developments are subjects of the dependent claims.

The arrangement according to the invention exhibits a vehicle which is connected to a trailer. The vehicle exhibits a traction motor which has been designed to propel the vehicle. The trailer exhibits a tank in which a gas-bound energy-carrier is stored.

The vehicle exhibits a galvanic cell by way of energy-generation unit, with which propulsive energy, which is supplied to the traction motor for the purpose of propulsion, is created by a chemical reaction of the gas-bound energy-carrier, supplied to said unit continuously, with an oxidizing agent.

The vehicle and the trailer are connected to one another via a transmission line, so that the gas-bound energy-carrier passes—to be more exact, is transmitted—from the trailer to the vehicle.

The transmission line possesses a protective device or has been coupled with a protective device in such a manner that damage to the transmission line during the operation of the vehicle connected to the trailer is prevented by the protective device.

In a preferred configuration, the transmission line is surrounded, at least in the region between the vehicle and the trailer, by a protective jacket which therefore constitutes a protective device for the transmission line.

The protective jacket has been designed in such a manner that it protects the transmission line from environmental influences (flying gravel or loose chippings, dangling overhead lines, lightning-strike, icing, etc.).

The protective jacket is preferably a flexible bellows, capable of being displaced into itself, which is preferably grounded.

In an alternative, preferred configuration, the protective jacket takes the form of a flexible metallic fabric or an electrically conducting hollow body, the hollow body consisting of a flexible, mechanically loadable material—for example, consisting of a rubber or plastic hose which exhibits electrically conducting structures for the purpose of grounding.

The protective jacket is preferably fastened to the vehicle and/or to the trailer via a cardanic suspension.

By virtue of the stated configurations of the protective jacket, it is ensured that lateral misalignments of the vehicle in relation to the trailer in all spatial coordinates, and also (partial) rotary motions in all spatial axes, are compensated or balanced out by the protective jacket.

By virtue of the stated configurations of the protective jacket, chafing between the transmission line, on the one hand, and the protective jacket, on the other hand, is reduced in its effect or avoided entirely.

By virtue of the stated configurations of the protective jacket, it is ensured that variable inward spring deflections, or spring excursions, on the vehicle side and/or trailer side are compensated or balanced out.

In a preferred configuration, the transmission line itself is connected to the vehicle and/or to the trailer via a resilient unit which constitutes a further protective device for the transmission line.

The resilient unit has been designed, on the one hand, for resilient support and fastening of the transmission line and, on the other hand, for tightening the transmission line to a predetermined mechanical tensile stress.

The resilient unit exhibits, preferably and in exemplary manner, the following components:

• • a tightening clip which has been clamped onto the transmission line in non-slip manner; with this clip, (tensile) forces for adjusting the tensile stress are transmitted from the tightening clip to the transmission line;
  • a tightening plate which adjoins the tightening clip; with this plate, compressive forces are transmitted that act in the direction of the tightening clip;
  • a tightening spring which is supported on the tightening plate; the tightening spring has been mounted between the vehicle and the tightening plate and subjected to pressure; as a result, it is ensured that the tightening spring tightens the transmission line so that the downward flexure thereof is reduced;
  • a guide unit by which the transmission line is guided from the vehicle region or from the trailer region into a region between the vehicle and the trailer; the guide unit consists of two guide rollers extending horizontally and two guide rollers extending vertically, which are smooth-running and arranged peripherally in relation to the transmission line (for example, at the top, at the bottom, to the left and to the right); with the guide unit, relative motions arising in operation between the transmission line and the vehicle or the trailer are compensated, or friction effects leading to the wear of the transmission line are avoided;
  • as an alternative to, or in addition to, the guide unit, cables and springs are capable of being employed with which the transmission line is unhitched with the same objective.

By virtue of these components of the resilient unit, relative motions between the vehicle and the trailer are compensated with regard to the effect thereof on the transmission line.

If, for instance in the case of a rail vehicle at a switch, a lateral misalignment of the vehicle in relation to the trailer occurs, the spacing of associated vehicle ends from one another is increased. In this case, the transmission line is pulled by the guide unit contrary to the spring force of the tightening unit. The spring force of the compressed tightening spring is such that all relative motions of the vehicle and of the trailer can be executed without cases of overloading in the transmission line.

The described resilient unit has been dimensioned in such a way that a predetermined minimum bending radius of the transmission line is maintained.

The described resilient unit has been dimensioned in such a way that during the operation of the vehicle and the trailer a contact of the connecting line with the surrounding protective jacket is prevented.

The described resilient unit has been dimensioned in such a way that a path of the transmission line within the vehicle or trailer downstream of the tightening clip makes possible an arising motion of the transmission line (for example, S-curve routing, curve routing, bracing with cables, springs, etc.).

By virtue of the stated configurations of the hose line or of the associated resilient unit, it is ensured that lateral misalignments of the vehicle in relation to the trailer in all spatial ordinates, and also (partial) rotary motions in all spatial axes, are compensated or balanced out.

By virtue of the stated configurations of the hose line or of the associated resilient unit, it is ensured that chafing between the transmission line, on the one hand, and the protective jacket, on the other hand, is avoided.

By virtue of the stated configurations of the hose line or of the associated resilient unit, it is ensured that variable inward spring deflections, or spring excursions, on the vehicle side and/or trailer side are compensated or balanced out.

By virtue of the stated configurations of the hose line or of the associated resilient unit, it is ensured that the hose line is tightened or only sags minimally during the operation of the vehicle-and-trailer combination.

By virtue of the stated configurations of the hose line or of the associated resilient unit, it is ensured that the protective jacket is constructed in the required volume—to be more exact, reduced in its dimensions.

In a preferred development, in the region between the vehicle and the trailer the transmission line exhibits a two-part coupling which during the operation of the vehicle and the trailer is pressure-tight in relation to the environment, or toward the outside, and is gas-permeable when considered from the trailer toward the vehicle.

This coupling takes the form of a further protective device for the transmission line during operation and avoids an uncontrolled detachment of the transmission line in the event of a separation outside of operation.

The two-part coupling has been constructed in such a manner that in the event of a separation outside of operation the two parts of the coupling take on the functionality of a “predetermined breaking-point”: the two-part coupling opens, whereby in each instance one coupling part remains at a respectively assigned end of the transmission line and seals this end of the transmission line in pressure-tight manner.

In order to ensure the functionality of the “predetermined breaking-point”, a first coupling part has preferably been connected to the vehicle via a cable, and a second coupling part has preferably been connected to the trailer via a cable.

By virtue of the described coupling components, dangers of a separation outside of operation are avoided, namely:

• • an uncontrolled outflow of large quantities of the combustible gas-bound energy-carrier into the environment;
  • the combustion or explosion thereof due to sources of heat or sparks;
  • an abruptly occurring discharge of the stored gas-bound energy-carrier.

By virtue of the coupling, a requisite operational safety of the entire vehicle-and-trailer combination is ensured at all times.

In a preferred configuration, the transmission line has been coupled with a signal line which has been designed to be pneumatic or electric. This signal line constitutes a further protective device for the transmission line, and monitors the separation thereof.

The signal line is connected both to the vehicle and to the trailer by fastenings; it has been routed and dimensioned in such a manner that it follows operational motions of the vehicle-and-trailer combination without suffering damage.

In the event of a looming separation of the combination, the transmission line is tensioned and a predetermined tensile-stress value is exceeded, while at this moment the signal line is already being damaged as a result of its routing and dimensioning, and therefore indicates the impending separation in good time.

As a result of the damage to the signal line, a signal (drop in pressure, idling) is generated which closes switchable shut-off valves which have been provided in the vehicle and in the trailer as part of a delivery line for the gas-bound energy-carrier, in accordance with known fail-safe principles.

In a preferred development, the traction motor of the vehicle is an electric traction motor.

In a preferred development, the vehicle is a rail vehicle—to be more exact, a locomotive that has been coupled with a tender by way of trailer.

In a preferred development, the gas-bound energy-carrier is hydrogen or natural gas.

In a preferred development, the galvanic cell is a fuel cell with which electrical propulsive energy, which is supplied to the electric traction motor for the purpose of propulsion, is created by a chemical reaction of the gas-bound hydrogen, supplied to said unit continuously, with an oxidizing agent.

The present invention makes possible a safe and cost-effective transmission, not provided hitherto, of a gas-bound energy-carrier from a trailer to a vehicle—to be more exact, a rail vehicle.

The present invention makes possible a new basis for a novel vehicle concept or train concept: vehicles with gaseous energy-carriers (for example, hydrogen in combination with fuel cells) are numbered amongst the pillars of the novel and environmentally friendly propulsion technology which is now also finding application in rail vehicles with their limited available volume or space.

The present invention makes it possible to deploy a large number of trailers with tanks in rail transport, so that a representative (gas) tank is distributed over an entire train. As a result, enormous ranges might be achieved in rail transport.

The present invention makes it possible to increase a vehicle-side propulsive power in rail transport, because an entire available space in the rail vehicle is available for the conversion of energy and for the control of the rail vehicle.

The present invention makes it possible in rail transport to augment an energy-content of the train, which is being carried along, with the length of the train. The more trailers, or wagons, the train has, the greater the weight of the train, the more energy will be needed for operation, and the more gas tanks the train will have. Consequently the storable energy on the train would virtually grow together with the increased energy demand by reason of the higher weight of the train.

The invention will be elucidated in more detail in exemplary manner in the following with the aid of a drawing:

FIG. 1 shows an overview of the arrangement according to the invention,

FIG. 2 shows, with reference to FIG. 1, a vertical section, in the longitudinal direction of the vehicle, of the arrangement according to the invention,

FIG. 3 shows, with reference to FIG. 1 and FIG. 2, a plan view, or a horizontal section, of the arrangement according to the invention,

FIG. 4 shows, with reference to FIG. 1 to FIG. 3, a detailed view of the coupling, and

FIG. 5 shows, with reference to FIG. 1 to FIG. 4, an additional configuration of the arrangement according to the invention.

FIG. 1 shows an overview of the arrangement according to the invention with a rail vehicle 10 by way of vehicle, which is connected to a trailer 10A.

The vehicle 10 exhibits an electric traction motor FM which has been designed to propel the vehicle 10, whereas the trailer 10A exhibits a tank TK in which hydrogen by way of gas-bound energy-carrier ET is stored.

The vehicle 10 exhibits a fuel cell by way of energy-generation unit EEE, with which propulsive energy, which is supplied to the traction motor FM for the purpose of propulsion, is created by a chemical reaction of the gas-bound energy-carrier ET, supplied to said unit continuously, with oxygen.

The vehicle 10 and the trailer 10A are connected to one another via a transmission line 20 taking the form of a hose line, so that the gas-bound energy-carrier passes—to be more exact, is transmitted—from the trailer 10A to the vehicle 10.

The transmission line 20 interacts with protective devices described below, or has been coupled therewith, in such a manner that during the operation of the vehicle 10 connected to the trailer 10A the protective devices prevent damage to the transmission line.

The transmission line 20 is surrounded, at least in the region between the vehicle 10 and the trailer 10A, by a protective jacket 30 which therefore constitutes a protective device for the transmission line 20.

The protective jacket 30 takes the form of a flexible bellows, capable of being displaced into itself, which is grounded.

The protective jacket 30 is fastened to the vehicle and/or to the trailer 10A via a cardanic suspension.

The hose line, or transmission line 20, is under high pressure, typically p>350 bar, and is capable of being coupled between the vehicle 10 and the trailer 10A. Details relating to this are explained further in the following figures.

FIG. 2 shows, with reference to FIG. 1, a vertical section, in the longitudinal direction of the vehicle, of the arrangement according to the invention.

The transmission line 20 is connected to the vehicle 10 and to the trailer 10A via a respective resilient unit 40 which constitutes a further protective device for the transmission line 20.

In the region between the vehicle 10 and the trailer 10A the transmission line 20 exhibits a two-part coupling 21.

The resilient unit 40 on the side defined by the vehicle 10 will be described below in representative manner. The resilient unit 40 has two functionalities: a suspension function and a tightening function.

The resilient unit 40 exhibits the following components:

A tightening clip 41 which has been clamped onto the transmission line 20 in non-slip manner. With this clip, forces for adjusting a tensile stress are transmitted from the tightening clip 41 to the transmission line 20.

A tightening plate 42 which adjoins the tightening clip 41. With this plate, compressive forces are transmitted that act in the direction of the tightening clip 41.

A tightening spring 43 which is supported on the tightening plate 42. The tightening spring has been mounted between the vehicle 10 and the tightening plate 42 and is subjected to pressure. As a result, it is ensured that the tightening spring 43 tightens the transmission line 20, so that the downward flexure thereof is reduced.

A guide unit 44 by which the transmission line 20 is guided from the vehicle region or from the trailer region into a region between the vehicle 10 and the trailer 10A. The guide unit 44 consists of two guide rollers 45 extending horizontally and two guide rollers 45 extending vertically, which are smooth-running and arranged peripherally in relation to the transmission line 20 (for example, at the top, at the bottom, to the left and to the right).

With the guide unit 44, relative motions arising in operation between the transmission line 20 and the vehicle 10, or the trailer 10A, are compensated, or friction effects leading to the wear of the transmission line 20 are avoided.

By virtue of these components of the resilient unit 40, relative motions between the vehicle 10 and the trailer 10A are compensated with regard to the effect thereof on the transmission line.

The described resilient unit 40 has been dimensioned in such a way that a predetermined minimum bending radius of the transmission line 20 is maintained.

In addition, the resilient unit 40 has been dimensioned in such a way that during the operation of the vehicle 10 and the trailer 10A a contact of the connecting line 20 with the surrounding protective jacket 30 is prevented.

During normal operation of the vehicle 10 and the trailer 10A, the two-part coupling 21 arranged in the region between the vehicle 10 and the trailer 10A is pressure-tight in relation to the environment, or toward the outside, and gas-permeable when considered from the trailer 10A toward the vehicle 10.

The two-part coupling 21 constitutes a further protective device for the transmission line 20, with which an uncontrolled detachment of the transmission line 20 in the event of a separation outside of operation is avoided.

Details relating to this are described in FIG. 3, which shows, with reference to FIG. 1 and FIG. 2, a plan view, or a horizontal section, of the arrangement according to the invention.

The two-part coupling 21 has been constructed in such a manner that in the event of a separation outside of operation the two parts of the coupling take on the functionality of a “predetermined breaking-point”: the two-part coupling 21 opens, whereby in each instance one coupling part remains at a respectively assigned end of the transmission line 20 and seals this end of the transmission line 20 in pressure-tight manner.

In order to ensure the functionality of the “predetermined breaking-point”, a first coupling part has preferably been connected to the vehicle 10 via a cable 52 and a cable fastening 53.

Corresponding remarks apply to the second coupling part, which is connected to the trailer 10A via a cable and a cable fastening.

For this purpose, an opening clip 51, which is firmly connected to a coupling opener 22, is located on the coupling 21.

Two opening cables 52, firmly connected and arranged symmetrically, are located on the opening clip 51. By means of a symmetrical pull on the two opening cables 52, the coupling opener 22 is actuated and the coupling 21 is uncoupled.

In accordance with the invention, the length of the opening cables 52 is such that operational relative motions of the vehicle 10 and of the trailer 10A do not pull the opening cables 52 taut. Only in the event of a train separation outside of operation does such a large spacing arise between the vehicle 10 and the trailer 10A that the opening cables 52 displace the coupling opener 22 and uncouple the coupling 21. At the same time, the flow in respect of the gaseous energy-carrier is thereby shut off.

The lengths of the opening cables 52 are such that the opening cables 52 always first come into engagement in the event of a train separation outside of operation. The remaining hose system has been designed in such a way that no other component is overloaded up until the uncoupling of the coupling 21 by the opening cables 52.

The opening cables 52 are fastened on the vehicle side to a cable fastening 53 configured as an opening rocker. A train separation outside of operation at a switch or on a curve has the consequence that the coupling 21 is in lateral misalignment with respect to the vehicle 10. If the opening cables 52 were connected to the vehicle 10 in permanently fixed manner, an asymmetrical application of force by only one opening cable 52 would occur, and in an extreme case the coupling opener 22 might get jammed. By virtue of the linkage of the opening cables 52 via the opening rocker 53, asymmetrical applications of force into the coupling opener 22 are prevented, inasmuch as the opening rocker 53 compensates for the asymmetry until such time as both opening cables 52 have been tensioned and transmit forces for uncoupling the coupling 21. Consequently a symmetrical actuation of the coupling opener 22 is guaranteed in all track sections.

FIG. 4 shows, with reference to FIG. 1 to FIG. 3, a detailed view of the coupling 21 with a coupling opener 22 and with a coupling seat 23 in which a shut-off mechanism and a coupling mechanism have been integrated (not represented in detail).

The coupling opener 22 uncouples the coupling 21 when the coupling opener 22 is axially displaced in the direction of the arrow. In this case, the coupling 21 simultaneously shuts off the flow of the gaseous energy-carrier.

FIG. 5 shows, with reference to figures FIG. 1 to FIG. 4, an additional configuration of the arrangement according to the invention with a signal line 60 which has been designed to be pneumatic or electric and has been coupled with the transmission line 20.

The signal line 60 constitutes a further protective device for the transmission line 20, and monitors the latter for a separation outside of operation.

The signal line is connected both to the vehicle 10 and to the trailer 10A by fastenings 62; it has been routed and dimensioned in such a manner that it follows operational motions of the combination of vehicle 10 and trailer 10A without suffering damage.

In the event of a looming separation of the combination 10-10A, the transmission line 60 is tensioned and a predetermined tensile-stress value is exceeded, while at this moment the signal line 60 is already being damaged as a result of its routing and dimensioning, and therefore indicates the impending separation in good time.

As a result of the damage to the signal line 60, a signal (drop in pressure, idling) is generated which closes switchable shut-off valves 61 which have been provided in the vehicle 10 and in the trailer 10A as part of a delivery line or as part of the transmission line 20 for the gas-bound energy-carrier, in accordance with the known fail-safe principles.

With switchable shut-off valves 61 closed, in the event of a train separation outside of operation the transmission line 20 is also subsequently separated as described above. Also in the configuration described here, the opening cables 52 described above come into operation.

Claims

1-13. (canceled)

14. A configuration for propelling a vehicle coupled with a trailer, the configuration comprising: said vehicle having a traction motor for propelling said vehicle;said trailer being connected to said vehicle and having a tank storing a gas-bound energy-carrier;said vehicle having a galvanic cell being an energy-generation unit, with said energy-generation unit propulsive energy is created by a chemical reaction of the gas-bound energy-carrier, supplied to said energy-generation unit continuously, with an oxidizing agent and is supplied to said traction motor for a purpose of propulsion;a transmission line, wherein said vehicle and said trailer are connected to one another via said transmission line, so that the gas-bound energy-carrier passes from said tank of said trailer to said energy-generation unit of said vehicle; anda protective device, wherein said transmission line is coupled with said protective device such that damage to said transmission line during operation of said vehicle connected to said trailer is prevented by said protective device.

15. The configuration according to claim 14, wherein said transmission line is surrounded, at least in a region between said vehicle and said trailer, by a protective jacket being said protective device.

16. The configuration according to claim 15, wherein: said protective jacket has a form of a flexible bellows, capable of being displaced into itself; and/orsaid flexible bellows is grounded.

17. The configuration according to claim 15, wherein: said protective jacket has a form of a flexible metallic fabric or a flexible, mechanically loadable hollow body; and/orsaid protective jacket has electrically conducting structures for grounding.

18. The configuration according to claim 15, further comprising a cardanic suspension, said protective jacket is fastened to said vehicle and/or to said trailer via said cardanic suspension.

19. The configuration according to claim 14, wherein said protective device is a resilient unit, said transmission line is connected to said vehicle and/or to said trailer via said resilient unit which functions as said protective device for said transmission line.

20. The configuration according to claim 19, wherein said resilient unit is configured for resilient support and fastening of said transmission line and, for tightening said transmission line to a predetermined mechanical tensile stress.

21. The configuration according to claim 14, wherein in a region between said vehicle and said trailer said transmission line has a two-part coupling which functions as said protective device for said transmission line, in order to avoid an uncontrolled detachment of said transmission line in an event of a separation of a combination of said vehicle and said trailer outside of operation.

22. The configuration according to claim 21, wherein said two-part coupling is constructed such that in an event of a separation outside of operation where said two-part coupling is opened, in each instance one coupling part of said two-part coupling remains at a respectively assigned end of said transmission line and seals said respectively assigned end of said transmission line in a pressure-tight manner.

23. The configuration according to claim 14, wherein said protective device is a signal line, said transmission line is coupled with said signal line functioning as said protective device for said transmission line, and monitors a separation of said transmission line.

24. The configuration according to claim 23, wherein said signal line is connected to said vehicle and to said trailer such that in an event of an impending separation of a combination of said vehicle and said trailer, said signal line is damaged by a mechanical tensioning, and therefore indicates an impending separation in good time.

25. The configuration according to claim 24, further comprising switchable shut-off valves, which are closed as a consequence of a damaged said signal line, wherein said switchable shut-off valves are disposed in said vehicle and/or in said trailer and/or in a region between them as part of said transmission line.

26. The configuration according to claim 14, wherein: said traction motor of said vehicle is an electric traction motor; and/orsaid vehicle is a rail vehicle; and/orsaid gas-bound energy-carrier is gas bound hydrogen or natural gas; and/orsaid galvanic cell is a fuel cell with which electrical propulsive energy, which is supplied to said electric traction motor for a purpose of propulsion, is created by a chemical reaction of the gas-bound hydrogen, supplied to said fuel cell continuously, with the oxidizing agent.