• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a rail vehicle (5) for transporting a metallurgical container (3). The rail vehicle (5) comprises a drive train (10) with an electric drive motor (11) for driving the rail vehicle (5), an accumulator (13) and an uninterruptible power supply module (15), via which the accumulator (13) is chargeable and the Drive motor (11) by the accumulator (13) can be supplied with electrical energy.
    公开号:AT517153A1
    申请号:T50335/2015
    申请日:2015-04-27
    公开日:2016-11-15
    发明作者:Paul Fischer；Franz Ing Hartl；Thomas Dipl Ing Kühas (Fh) Ing；Andreas Dipl Ing Rohrhofer；Michael Ing Weinzinger
    申请人:Primetals Technologies Austria GmbH；
    IPC主号:
    专利说明:

    description
    Transport of metallurgical vessels
    The invention relates to a rail vehicle and a transport system for transporting metallurgical containers.
    In the production of liquid metal melts, z. As in a steel mill, usually formed as steel pans metallurgical containers are used as transport containers. These metallurgical containers are with the help of cranes and / or rail vehicles, z. As so-called Ladle Transfer Cars or Slag Pot Transfer Cars, within a plant from a starting place, eg. As an oxygen-bubble converter, to a destination, z. B. a continuous casting plant, promoted.
    Rail vehicles are used in particular to transport metallurgical containers into areas under units such as converters, ladle furnaces or Ruhrstahl-Heraeus plants, which can not be reached by cranes. The paths traveled by such a railway vehicle during the transport of a metallurgical vessel typically have lengths of 20 m to 100 m, but in exceptional cases can also be significantly longer. The tracks for these rail vehicles are usually straight.
    Rail vehicles for transporting metallurgical vessels within a steel mill are often powered by electric motors that are powered by electrical power from coiled cable reels. However, it is problematic to overcome track intersections, as a rolled cable can hinder rail vehicles on a traversing track.
    In the case of existing track intersections, therefore, diesel-powered rail vehicles are often used. In other cases, in which the rail vehicles in the transport of pig iron, liquid steel or slag must cover longer transport routes and cables or contact rails for energy can not be used, the rail vehicles are usually driven by internal combustion engines (mainly diesel engines). However, such drives require a high maintenance and high running costs, which arise through maintenance, service, fuel and refueling. In addition, such drives are not suitable for operation in the vicinity of a converter or ladle furnace. If there is an accident there and thereby a failure of the rail vehicle, there is a danger of explosion due to the fuel in the tank.
    The use of cables to drive the rail vehicles is also critical, because it can come in the converter area again and again to unintentional ejections such as steel splashes or more rarely to so-called slopping (overcooking of the steel converter). In such an incident, the supply cable of the rail vehicle may be damaged, so that a replacement of the cable is required. This results in high maintenance costs, since such cables are custom-made products with very long delivery times. In particular, therefore, cables are kept in stock to react quickly in the event of damage to a cable and replace the cable can.
    Known alternatives to rail vehicles driven by supply cables or internal combustion engines are cable-bound drives. In this case, a rail vehicle itself has no drive, but a stationary drive pulls on a mounted on the rail vehicle rope through which the rail vehicle is moved back and forth. This solution involves a very high safety risk, as the rope could break and persons in the vicinity of the rail vehicle could be injured. In addition, the rope can also be damaged by unpredictable ejections such as slag and steel splashes from the metallurgical units.
    The invention has for its object to provide an improved rail vehicle and an improved transport system for transport metallurgical container.
    The object is achieved with respect to the rail vehicle by the features of claim 1 and in terms of the transport system by the features of claim 12.
    Advantageous embodiments of the invention are the subject of the dependent claims.
    An inventive rail vehicle for transporting a metallurgical container comprises a drive train with an electric drive motor for driving the rail vehicle, an accumulator and an uninterruptible power supply module, via which the accumulator is rechargeable and the drive motor can be supplied by the accumulator with electrical energy.
    An inventive rail vehicle for transporting a metallurgical container is thus electrically driven by means of a rechargeable accumulator. This eliminates the need for an electrical supply cable, which is usually available only as an expensive special order with a long delivery time. Furthermore, a simple overcoming of track junctions as well as curves and points is possible without an internal combustion engine that requires high acquisition and operating costs to use. In addition, existing rail vehicles, which were previously driven with supply cables, often be converted in a simple and cost-effective manner to rail vehicles according to the invention, since they already each have an electric drive motor, so they only equipped with a suitable accumulator and an uninterruptible power supply module Need to become.
    Embodiments of the invention provide that the uninterruptible power supply module comprises a rectifier, via which the rechargeable battery can be charged, and / or an inverter whose input is electrically connectable to the rechargeable battery and whose output is electrically connected to the drive train.
    By the rectifier, the accumulator can be advantageously charged with DC voltage, which is generated from an AC voltage. An inverter downstream of the accumulator advantageously enables a conventional AC drive motor to be operated with the energy stored in the accumulator so that no more special drive motor needs to be used.
    A further embodiment of the invention provides an electrical bypass circuit for supplying the rail vehicle with electrical energy by means of a cable connection.
    This configuration allows the rail vehicle in an emergency, d. H. in case of failure of the uninterruptible power supply module and / or the accumulator to drive via a supply cable.
    A further embodiment of the invention provides that the drive train has a frequency converter connected between the uninterruptible power supply module and the drive motor. Preferably, a control unit is provided, by means of which the frequency converter is controllable.
    As a result, the drive motor can advantageously be controlled via the frequency converter or via the control unit.
    A further embodiment of the invention provides for a vehicle communication unit, by means of which messages can be sent and / or received by the rail vehicle. In this case, the vehicle communication unit is preferably designed to receive messages for controlling the frequency converter, wherein these messages can be fed to the control unit and can be evaluated by the control unit. The vehicle communication unit includes, for example, a vehicle antenna for transmitting and / or receiving electromagnetic waves.
    By means of such a vehicle communication unit, on the one hand, advantageously, the rail vehicle can be remotely controlled by transmitting messages to its vehicle communication unit. On the other hand, by means of the vehicle communication unit messages about the operating state of the rail vehicle can be sent, which can be used to create an online diagnosis to monitor the availability of the rail vehicle and to detect and analyze any malfunction or failure of the rail vehicle or individual components of the rail vehicle.
    A further embodiment of the invention provides a recuperation system for charging the accumulator by means of kinetic energy obtained electrical energy. The recuperation system preferably comprises a recuperation brake.
    As a result, it is also advantageous to use kinetic energy, in particular braking energy, of the rail vehicle for charging the accumulator.
    A transport system according to the invention for transporting metallurgical containers comprises a rail vehicle according to the invention, a track which can be driven by the rail vehicle and a loading station, by means of which the accumulator of the rail vehicle can be charged.
    Such a transport system allows the transport of metallurgical containers by means of inventive rail vehicles with the advantages mentioned above.
    The charging station preferably has a charging socket for charging the accumulator of the rail vehicle, and the rail vehicle has a current collector unit with a charging plug which can be inserted into the charging socket.
    This advantageously allows easy charging of the battery of the rail vehicle via the charging plug and the charging socket of the charging station.
    The charging station preferably also has a charging station housing.
    This allows the electrical components of the charging station advantageous against thermal and mechanical effects, eg. B. be protected by steel or slag spatter.
    The rail vehicle preferably has an electrical bypass circuit for supplying the rail vehicle with electrical energy by means of a cable connection and the charging station has a cable connectable to the rail vehicle for supplying the rail vehicle with electrical energy via the electrical bypass circuit.
    This allows in an emergency, d. H. in the event of a failure of the uninterruptible power module and / or the rechargeable battery, to power the rail vehicle via a service cable available at the recharging station.
    The above-described characteristics, features and advantages of this invention, as well as the manner in which they are achieved, will become clearer and more clearly understood in connection with the following description of FIG
    Embodiments, which are explained in more detail in connection with the drawings. 1 shows a transport system for transport metallurgical
    Container in a side view, Figure 2 is a block diagram of a rail vehicle for
    Transporting a metallurgical container, and 3 shows a perspective view of a busbar with an insertion funnel of a charging station.
    Corresponding parts are provided in all figures with the same reference numerals.
    FIG. 1 shows a transport system 1 for transporting metallurgical containers 3 in a side view. The transport system 1 comprises a rail vehicle 5, a track 7 which can be driven by the rail vehicle 5, and a loading station 9.
    The rail vehicle 5 comprises a drive train 10 with a frequency converter 17 and an electric drive motor 11 for driving the rail vehicle 5, an accumulator 13, an uninterruptible power supply module 15, a control unit 19, a vehicle communication unit 21 with a
    Vehicle antenna 22, a pantograph unit 23 with a charging connector 24 and at least one power supply 25 (see Figure 2) for the control unit 19 and the vehicle communication unit 21. With the exception of the vehicle antenna 22 and the charging connector 24, these components are arranged in a machine room 27 of the rail vehicle 5 and therefore only dashed or not shown in Figure 1.
    Figure 2 shows a block diagram of the rail vehicle 5. The uninterruptible power supply module 15 has a
    Rectifier 29 and an inverter 31 on. An input of the rectifier 29 can be connected to the current collector unit 23 by means of a switching unit 32. An output of the rectifier 29 is connected to the accumulator 13 and an input of the inverter 31. The input of the inverter 31 is connected to the output of the rectifier 29 and the accumulator 13. An output of the inverter 31 is connected to an input of the frequency converter 17 and via the at least one power supply unit 25 to the control unit 19 and the vehicle communication unit 21. An output of the frequency converter 17 is connected to the drive motor 11.
    The control unit 19 is designed to control the frequency converter 17 and above the drive motor 11. The vehicle communication unit 21 is configured to transmit and receive electromagnetic wave transmitted messages via the vehicle antenna 22. Messages received by the vehicle communication unit 21 can be fed to the control unit 19, so that the frequency converter 17 can be controlled via the control unit 19 by messages received by the vehicle communication unit 21. The control unit 19 is further configured to write messages about an operating state of the rail vehicle 5, in particular of the frequency converter 17, and to supply the vehicle communication unit 21 for transmission.
    The accumulator 13 is preferably designed as a durable, deeply dischargeable and inexpensive accumulator 13, for example as a lead-gel accumulator, but can also be used for. B. as a lithium-polymer or lithium-iron or nickel-metal hydride or nickel-cadmium storage battery or as a rechargeable battery 13 of another type.
    The size and weight of the accumulator 13 are relatively unimportant in this case, since conventional metallurgical container 3 z. B. are designed to transport more than 200 t molten metal, so that even one
    Accumulator 13 with a mass of, for example, about 2 t, however, hardly any weight.
    The charging station 9 comprises a charging station housing 33, in which a charging socket 35 and a station communication unit 37 arranged and thereby against thermal and mechanical effects, eg. B. by steel or slag spray, are protected. The charging socket 35 has a led out of the charging station housing 33 connecting element 39, in which the charging plug 24 can be inserted. The station communication unit 37 has a station antenna 41 led out from the charging station housing 33, and is configured to transmit and receive electromagnetic wave transmitted messages via the station antenna 41, so that messages can be exchanged between the station communication unit 37 and the vehicle communication unit 21. Instead of a station communication unit 37 integrated in the charging station 9, a communication unit separate from the charging station 9 may also be provided.
    The charging station 9 and the rail vehicle 5 have mutually corresponding bumpers 43, 45, which absorb impact energy at a coupling of the rail vehicle 5 to the charging station 9.
    Furthermore, the rail vehicle 5 has an electrical bypass circuit 46 for supplying the rail vehicle 5 with electrical energy by means of a cable connection, and the charging station 9 has a cable 47 connectable to the rail vehicle 5 for supplying the rail vehicle 5 with electrical energy via the electrical bypass circuit 46. The cable 47 is rolled up on a cable drum 49 and is used to supply the rail vehicle 5 with electrical energy in an emergency in the event of failure of the uninterruptible power supply module 15 and / or the accumulator 13. In the embodiment shown in Figure 2, the bypass circuit 46 is in the uninterruptible Power supply module 15 is integrated and connectable by means of the switching unit 32 with the current collector unit 23, so that it bridges the rectifier 29 and the inverter 31.
    FIG. 2 also shows an optional recuperation system 48 for charging the accumulator 13 by means of electrical energy obtained from kinetic energy. The recuperation system 48 preferably comprises a recuperation brake, which for example operates the drive motor 11 as a generator.
    3 shows an exemplary embodiment of a connecting element 39 of the charging socket 35. The connecting element 39 comprises a bus bar 51 and an insertion funnel 53 arranged at an end of the bus bar 51 facing away from the charging station housing 33 for receiving the charging plug 24 of the rail vehicle 5. The bus bar 51 is preferably five-pole formed with three outer conductors, a neutral conductor and a protective conductor. Alternatively, in particular for rail vehicles 5 with less powerful drive motors 11, the busbar 51 can also be embodied in three poles.
    A special charger is not required in the charging station 9, since the uninterruptible power supply module 15 has the rectifier 29. The bus bar 51 can therefore be connected, for example, directly to an AC voltage in the range of 380 V to 415 V. The advantage here is that additional sub-charging stations along the track 7 can be arranged with relatively little material and cost.
    The charging station 9 is preferably arranged at a location along the track 7, on which long service lives are provided for the rail vehicle 5, so that these service lives can be used for charging the accumulator 13. Such a location may, for example, under an aggregate, for. As a converter or ladle furnace, or be another waiting position of the rail vehicle 5.
    The accumulator 13 can be charged via the rectifier 29 when the current collector unit 23 is electrically connected to the charging socket 35.
    The accumulator 13 is designed, in the charged state, all electrical components of the rail vehicle 5, d. H. the frequency converter 17, the drive motor 11, the at least one power supply unit 25, the control unit 19 and the vehicle communication unit 21 to provide electrical energy.
    While the invention has been further illustrated and described in detail by way of preferred embodiments, the invention is not limited by the disclosed examples, and other variations can be derived therefrom by those skilled in the art without departing from the scope of the invention.
    REFERENCE SIGNS I Transport system 3 Metallurgical container 5 Rail vehicle 7 Track 9 Charging station II Drive motor 13 Accumulator 15 Uninterruptible power supply module 17 Frequency converter 19 Control unit 21 Vehicle communication unit 22 Vehicle antenna 23 Current collector unit 24 Charging plug 25 Power supply unit 27 Engine room 29 Rectifier 31 Inverter 32 Switching unit 33 Charging station housing 35 Charging socket 37 Station communication unit 39 Connecting element 41 Station antenna 43, 45 Bumper 46 Bypass circuit 47 Cable 48 Recuperation system 49 Cable reel 51 Track 53 Insertion funnel
    权利要求:
    Claims (15)
    [1]
    claims
    1. rail vehicle (5) for transporting a metallurgical container (3), the rail vehicle (5) comprising - a drive train (10) with an electric drive motor (11) for driving the rail vehicle (5), - an accumulator (13) - and an uninterruptible power supply module (15) via which the accumulator (13) can be charged and the drive motor (11) can be supplied with electrical energy by the accumulator (13).
    [2]
    2. Rail vehicle (5) according to claim 1, characterized in that the uninterruptible power supply module (15) comprises a rectifier (29) via which the accumulator (13) is chargeable.
    [3]
    3. Rail vehicle (5) according to one of the preceding claims, characterized in that the uninterruptible power supply module (15) comprises an inverter (31) whose input to the battery (13) is electrically connected and its output to the drive train (10) electrically connected is.
    [4]
    4. Rail vehicle (5) according to one of the preceding claims, characterized by an electrical bypass circuit (46) for supplying the rail vehicle (5) with electrical energy by means of a cable connection.
    [5]
    5. Rail vehicle (5) according to one of the preceding claims, characterized in that the drive train (10) has a between the uninterruptible power supply module (15) and the drive motor (11) connected frequency converter (17).
    [6]
    6. Rail vehicle (5) according to claim 5, characterized by a control unit (19) by means of which the frequency converter (17) is controllable.
    [7]
    7. Rail vehicle (5) according to one of the preceding claims, characterized by a vehicle communication unit (21), by means of which messages from the rail vehicle (5) can be sent and / or received.
    [8]
    8. Rail vehicle (5) according to claims 6 and 7, characterized in that the vehicle communication unit (21) for receiving messages for controlling the frequency converter (17) is formed, and that these messages to the control unit (19) can be supplied and from the control unit (19) are evaluable.
    [9]
    9. Rail vehicle (5) according to claim 7 or 8, characterized in that the vehicle communication unit (21) comprises a vehicle antenna (22) for transmitting and / or receiving electromagnetic waves.
    [10]
    10. Rail vehicle (5) according to one of the preceding claims, characterized by a recuperation system (48) for charging the accumulator (13) by means of kinetic energy obtained electrical energy.
    [11]
    11. Rail vehicle (5) according to claim 10, characterized in that the recuperation system (48) comprises a Rekuperationsbremse.
    [12]
    12. Transport system (1) for transporting metallurgical containers (3), comprising the transport system (1) - a rail vehicle (5) according to one of the preceding claims, - a track (7) passable by the rail vehicle (5) - and a loading station ( 9), by means of which the accumulator (13) of the rail vehicle (5) is chargeable.
    [13]
    13. Transport system (1) according to claim 12, characterized in that the charging station (9) for charging the accumulator (13) of the rail vehicle (5) has a charging socket (35) and the rail vehicle (5) has a current collector unit (23) with a in the charging socket (35) insertable charging connector (24).
    [14]
    14. Transport system (1) according to claim 12 or 13, characterized in that the charging station (9) has a charging station housing (33).
    [15]
    15. Transport system (1) according to one of claims 12 to 14, characterized in that the rail vehicle (5) has an electrical bypass circuit (46) for supplying the rail vehicle (5) with electrical energy by means of a cable connection and the charging station (9) Having cable with the rail vehicle (5) connectable cable (47) for supplying the rail vehicle (5) with electrical energy via the electrical bypass circuit (46).
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    同族专利:
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US3070039A|1961-02-08|1962-12-25|Mohr & Sons John|Hot metal mixer car|
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    US3888062A|1974-02-14|1975-06-10|Vulcan Engineering Company|Work tower for relining metallurgical vessels|
    US6308639B1|2000-04-26|2001-10-30|Railpower Technologies Corp.|Hybrid battery/gas turbine locomotive|
    US7571683B2|2001-03-27|2009-08-11|General Electric Company|Electrical energy capture system with circuitry for blocking flow of undesirable electrical currents therein|
    JP2008024080A|2006-07-19|2008-02-07|Daido Steel Co Ltd|Trolley feeding carriage traveling device|
    JP4841441B2|2007-01-09|2011-12-21|川崎重工業株式会社|Battery charger for railway vehicles|
    DE102007032776A1|2007-07-13|2009-01-15|Siemens Ag|Electric drive system|
    JP5563851B2|2010-03-05|2014-07-30|株式会社東芝|Hybrid locomotive|
    EP2781867A1|2013-03-21|2014-09-24|Siemens VAI Metals Technologies GmbH|Fixing device for steel scrap to be fed into a metallurgical melt container and preheating device|
    CN103978195B|2014-04-15|2016-08-24|甘肃东兴铝业有限公司|A kind of rail mounted aluminium liquid transporting equipment|
    CN203900464U|2014-05-24|2014-10-29|北京首钢国际工程技术有限公司|Molten iron tank car for one-tank-through molten iron transportation process|
    CN203902315U|2014-05-25|2014-10-29|北京首钢国际工程技术有限公司|Heavy-load transporting cart driven by super capacitor|CN109719288A|2018-12-28|2019-05-07|合肥工大高科信息科技股份有限公司|Molten Iron Transportation control method, rear end and front end|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50335/2015A|AT517153B1|2015-04-27|2015-04-27|Rail vehicle for transporting a metallurgical container|ATA50335/2015A| AT517153B1|2015-04-27|2015-04-27|Rail vehicle for transporting a metallurgical container|
    PCT/EP2016/058133| WO2016173845A1|2015-04-27|2016-04-13|Electric vehicle for transporting metallurgical containers|
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