• 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:
    An overhead trolley bus according to the invention comprises a current collector (11) for contacting a direct current overhead line, at least one drive motor (52, 57) for driving a drive axle, a power supply for supplying the at least one drive motor (52, 57) with drive current and a high-power energy store ( 41, 42) for temporarily storing electrical energy absorbed via the current collector (11). The power supply includes an isolation transformer electrically isolating a first portion of the power supply connected to the current collector (11) from a second portion of the power supply, the at least one drive motor (52, 57) and the high power energy storage (41, 42). are arranged in the second section. The galvanic isolation avoids the usual voltage peaks in the second section of the power supply. Accordingly, electrical components in the second section, e.g. Converter, simpler and thus lighter and more compact. Furthermore, the use of liquid-cooled components is made possible.
    公开号:CH711843A1
    申请号:CH01814/15
    申请日:2015-12-11
    公开日:2017-06-15
    发明作者:Naef Alex；Gisler Hans-Jörg；Widmer Martin
    申请人:Carosserie Hess Ag；
    IPC主号:
    专利说明:

    TECHNICAL FIELD The invention relates to a trolleybus having a current collector for contacting a direct current overhead line, at least one drive motor for driving a drive axle, a power supply for supplying the at least one drive motor with drive current and a high-power energy storage device for temporary storage via the current collector absorbed electrical energy.
    PRIOR ART Trolleybuses (synonym: trolleybuses) of the type mentioned are known. Usually, the direct current of the overhead line is removed by means of the pantograph and fed via a motor inverter one or more as three-phase asynchronous motors designed drive motors. The high power energy storage, e.g. a battery is integrated into the power supply via an upstream switching power supply. This switched-mode power supply, the motor inverters of the drive motors and converters, which are assigned to further consumers (for example pneumatic or hydraulic power units), are designed such that they withstand the voltage peaks which can occur in the catenary direct current without damage.
    Due to the unguaranteable or missing grounding and the high potential voltages, a particularly strong insulation is necessary to protect the passengers. The drive motors and other units are air-cooled because liquid cooling would be difficult to reconcile with the insulation requirements.
    The required particularly robust inverter, the air-cooled engines and units and the additional insulation give the trolleybus a high weight and thus lead to increased energy consumption. Because the consumption or charging current between the battery and the drive motor (which acts as a generator in the recuperation) must happen both the power supply upstream of the battery and the elaborate motor inverter, the achievable efficiency in battery-powered operation and recuperation (ie the recovery of energy when braking) also limited.
    DESCRIPTION OF THE INVENTION The object of the invention is therefore to provide a trolleybus belonging to the technical field mentioned in the beginning, which has a reduced energy consumption and enables a higher efficiency in battery-assisted operation and in recuperation.
    The solution of the problem is defined by the features of claim 1. According to the invention, the power supply comprises an isolating transformer which galvanically isolates a first portion of the power supply connected to the current collector from a second portion of the power supply, the at least one drive motor and the high power energy storage being arranged in the second portion.
    Thus, the drive motor and the energy storage are located together in a portion of the power supply, which is electrically isolated from the current collector by the isolation transformer. The galvanic isolation avoids the usual voltage peaks in the second section of the power supply. Accordingly, electrical components in the second section, e.g. Converter, simpler and thus lighter and more compact. The insulation requirements are also reduced. Both result in lower energy consumption thanks to weight reduction and partly reduced power loss. In the second section components can generally be used, as they are common in the field of electromobility and commercially available. Accordingly, in addition to reduced weight and space requirements also reduced procurement costs.
    Further advantages arise in the frequent in the trolley bus operation acceleration, braking and stopping operations, because due to the second section upstream separation of the energy storage and the (temporarily acting as a generator) drive motor does not need to be connected to each other as usual via two transducers , Essentially, only the motor inverter is passed. As a result, losses can be minimized.
    The trolleybus according to the invention is thus a hybrid bus with its general advantages: braking energy can also be recuperated if no consumer is present in the same network section, which could utilize energy recharged via the overhead line; - Depending on the capacity of the high-performance energy storage can be driven over a certain distance (namely on a sub-line not provided with overhead line) energy storage based, thus overhead and emission-free; - The network load can be made uniform, by a part of the required energy is drawn from the energy storage at peak loads.
    Furthermore, there are the specific advantages of the inventive solution: - lighter overall weight of the required electrical components (including insulation); - higher efficiency or lower losses; - usability of common components for electromobility; - Reduction of the space requirement of the electrical components, thus a higher space.
    Advantageously, the isolation transformer is part of a DC-DC converter (DC-DC converter). The DC-DC converter converts the current drawn by the overhead line in such a way that it can be used in the second section for the corresponding consumers and for charging the energy store. For example, overhead DC power having a rated voltage of 600V or 750V is converted into DC with a rated voltage of 600V. The isolation transformer for galvanic isolation of the first and the second portion of the power supply is now preferably integrated into the DC-DC converter. For a trolleybus, a power of approx. 200 kW must be provided. It is therefore usually useful to use several DC-DC converter in parallel. A corresponding component comprises, for example: a) components arranged at the input: input terminal, pre-load component, overvoltage protection and possibly further filters, current and voltage measuring devices; b) one or more DC-DC converters with galvanic isolation connected in parallel: switch, isolating transformer, output rectifier, output filter.
    A DC-DC converter with a power of 200 kW includes, for example, 6 such DC / DC converter.
    Preferably, the power supply comprises a current distribution in the second section, wherein the high-performance energy storage and the at least one drive motor are connected in parallel to the power distribution. This simple topology is made possible by the galvanic isolation from the overhead power source.
    Alternatively, another, e.g. (partially) star-shaped, topology selected.
    Preferably, the at least one drive motor is designed as a permanent magnet motor. Compared to the three-phase induction motors commonly used, they have a higher efficiency, a lower weight and a lower volume and are therefore very well suited for operation as drive motors in buses. The energy requirement is reduced, therefore, for a given battery capacity, the grid independence can be improved and / or the life of the battery can be extended.
    Permanent magnet motors are usually liquid-cooled. Thanks to the current distribution according to the invention, such liquid cooling is possible, in contrast to the prior art, also in the context of trolleybuses. Advantageously, therefore, the at least one drive motor is liquid-cooled. This in turn leads to a reduced total weight.
    Alternatively, air-cooled or air / liquid cooled motors can be used. In principle, the power supply according to the invention can also be combined with other types of motors, e.g. the common three-phase asynchronous motors, use.
    Preferably, the trolleybus further liquid-cooled supply devices, for example, for air compressors or components of air conditioning systems. These can be operated thanks to the galvanic isolation of the second section with light, compact and simple converters. The other supply devices can be connected to the power distribution parallel to these, in particular like the drive motors and energy storage devices.
    Preferably, the power supply comprises a switching mechanism for separating a motor converter of the at least one drive motor from the second section.
    In permanent magnet motors, certain disturbances, e.g. a short circuit on the DC side, not like normal asynchronous motors, that the rotor rotates freely, but can cause a strong braking effect is exerted on the rotor; Permanent magnet motors act as unregulated generators in such cases. Since trapping in the ferry mode is very dangerous, the switching mechanism ensures that the phases are physically disconnected from the power supply and thus from a possible load on the generator. Thus, the blocking is prevented.
    The switching mechanism is preferably located in front of the motor inverter (i.e., power supply side) because only two phases (or even one phase) are to be separated. Alternatively, the switching mechanism between the motor converter and motor can be provided.
    The switching mechanism can be controlled in various ways. The opening of the switching mechanism can take place, for example, if a blockage is detected in the electronic brake system (EBS). Alternatively, the motor inverter can be monitored: If a short circuit or other irregularity occurs, the switching mechanism is activated.
    Advantageously, the switching mechanism is arranged in a roof area of the trolleybus. There is sufficient space available, so that an additional space requirement in the underbody area can be avoided.
    Preferably, the high-performance energy storage is formed by a battery. Batteries of sufficient capacity and performance are commercially available and enable line-independent operation over relatively long distances.
    Other high power energy storage devices, e.g. High performance capacitors are also usable. It is also possible to combine energy storage devices of various types, e.g. to cover short-term, medium-term and long-term energy needs with energy storage of the most appropriate principle.
    Preferably, a power of the high-performance energy storage device corresponds at least to the rated power of the at least one drive motor. Generally, the total power of all existing high-performance energy storage should at least reach the rated power of all existing drive motors. This allows a trolley-independent ferry service without substantial restrictions on performance.
    Alternatively, the power of the high-power energy storage is lower. This implies certain restrictions in line-free operation, e.g. a reduction in the achievable speed or acceleration or the maximum manageable slope. However, on certain routes this may be sufficient.
    Advantageously, the isolation transformer is arranged in a roof area of the trolleybus.
    Preferably, the high-performance energy storage is arranged in the roof area. Because the space required for the converters of the other units is greatly reduced by the galvanic isolation, there is sufficient space available in the roof area for the high-performance energy storage system.
    In the context of the invention, other arrangements of the components between roof area, underbody area and cabin are possible.
    From the following detailed description and the totality of the claims, there are further advantageous embodiments and feature combinations of the invention.
    BRIEF DESCRIPTION OF THE DRAWINGS The drawings used to explain the embodiment show:
    Fig. 1 is a schematic block diagram of the power supply of an inventive trolleybus;
    2A is a schematic representation of the roof area of the bus according to the invention with the components of the power supply; and
    Fig. 2B is a schematic side view of the trolleybus.
    Basically, the same parts are provided with the same reference numerals in the figures.
    DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 is a schematic block diagram of the power supply of a trolleybus according to the invention. This comprises a current collector 10 with a pantograph 11 with two rods for contacting two trolley wires of different polarity and a pantograph bearing 12 for mechanical attachment and electrical contact of the two rods.
    The pantograph 10 is electrically coupled to a DC-DC converter box 20. On the input side, this first comprises a reverse polarity protection 21, which correctly controls the following components even with reverse input polarity. Subsequently, a main separator 22 is arranged, by means of which all subsequent components can be physically separated from the pantograph 10. This is followed by the actual DC-DC converter 23. This comprises a first module connected to the input terminals with a pre-load component, an overvoltage protection, further customary input filters as well as current and voltage measuring devices. Six actual DC-DC converters are connected to this first module. These each comprise a switching component, an isolating transformer, an output rectifier and output filters. The switching frequency is 14 kHz. On the secondary side, the outputs of the DC-DC converters are connected in parallel.
    The Gleichspannungswandlerbox 20 receives from the pantograph 10 current with a DC voltage of 600 or 750 V and provides a stabilized DC voltage of 600 V. It ensures a galvanic isolation between the pantograph 10 and subsequent components of the power supply due to the isolation transformers of the six DC-DC converter , The maximum power is 200 kW. Overvoltages are tolerated according to the relevant standards (IEC 61287 in conjunction with IEC 60 850). The DC-DC converter box 20 is air-cooled.
    The output of the DC converter box 20 is connected to a power distributor 30. This includes several parallel two-pole electrical connections. Two of these connections each have a battery 41, 42 of an energy storage device 40 connected. The energy storage device achieves a continuous power of 180 kW, both for the charging and the discharging process. The capacity is 30 kWh, but can be selected higher for better driving performance in battery operation or at a greater distance to be overcrowded without a line. The battery 41, 42 includes in addition to the actual energy storage in a conventional manner and upstream components for charging and discharging control and fuses. Between the output of the DC wall lerbox 20 and the input of the battery 41,42 no disconnectors are needed. In principle, the battery 41, 42 can be charged directly with the current drawn by the power distributor 30 or can deliver its energy directly to the power supply via the power distributor 30.
    Connected to the power distributor 30 are further a number of consumers. First, the drive motors 52, 57, which are permanent magnet motors. Suitable examples are permanent magnet motors of the type TM4 SUMO MD (type LSM200C-HV2100) with associated motor converter type C0200, as they are available from the company TM4, Quebec, Canada. These motors have a maximum mechanical output power of 200 kW each and can be operated with a voltage of 300-750 V DC. They are liquid cooled (40% distilled water / 60% glycol).
    The drive motors 52, 57 are connected via the respective associated motor converter 51,56 and a disconnecting device 50 to the power distributor 30. The disconnecting device 50 is controlled on the basis of measured values of the electronic brake system of the trolleybus: If a blockage of one of the drive axles is detected, which could indicate an electrical disturbance in the area of the drive motors, e.g. a short circuit between the motor converter and the drive motor, the enabling device 50 is actuated and the motor inverter 51, 56 disconnected from the power supply. This prevents the drive motor affected by the fault from acting as an unregulated generator and delivering its power via the power supply to loads connected to it. Accordingly, the associated braking effect, which can lead to blocking, repealed. As a disconnector for the enabling device 50, a suitable switch for the currents and voltages occurring is used. Such switches are available on the market.
    In addition to the drive motors 52, 57 further consumers 60 are connected to the power distributor 30, namely hydraulic and pneumatic units 62,64,66, which are each fed via a converter 61,63,65. Suitable converters are, for example, the "MOBILE" series devices offered by Schmidhauser AG, Romanshorn, Switzerland, e.g. MOBILE DCU PSU XX / 5.6 (with consumer-adapted inverter power). The converters can be connected to the 24 V vehicle battery at the same time.
    Further, a chopper 67 for braking and heating devices 68 can be connected to the power distributor 30. The converters 61, 63, 65, the chopper 67 and the disconnecting device 50 can be accommodated in a common box 70 to save space.
    2A is a schematic representation of the roof area of the bus according to the invention with the components of the power supply. FIG. 2B shows a schematic side view of the trolleybus 1.
    When Oberleitungsbus 1 is an articulated bus with a front carriage part 2 with two axes 6.1,6.2 and a connected via a hinge part 4 rear carriage part 3 with an axis 6.3. The necessary connections (current, possibly cooling fluids) between the front and rear carriage part 2, 3 are created via an energy chain 7 in the region of the joint part 4.
    On the roof 5, the pantograph bearing 12 is arranged with the current collector 11 in the central region of the rear carriage part 3; in the figures, the current collector 11 is shown in the lowered position. Before the pantograph bearing 12 is located on the roof 5 of the rear carriage part 3, the DC converter box 20. This has a width of 1800 mm, a length of 800 mm and a height of 457 mm. Their weight is less than 350 kg.
    On the front carriage part 2, together with further components, e.g. for air conditioning of the passenger compartment, the batteries 41,42 of the energy storage device 40 and before the box 70 with the transducers 61,63, 65, the chopper 67 and the enabling device 50 on the roof 5 arranged. The transducers 61, 63, 65 and the chopper 67, each with approximately 10 kg, are significantly lighter (and also significantly more space-saving) than those devices that are used in conventional trolleybuses without a galvanically separated power supply section.
    The trolleybus 1 shown comprises two drive motors 52, 54, which act on the second axis 6.2 of the front carriage part 2 and the axis 6.3 of the rear carriage part 3. The drive motors 52, 54 are mounted longitudinally and with their output axis inclined slightly downwards in the underfloor region of the trolleybus 1. The drive motor 52 for driving the rear axle 6.2 of the front carriage part 2 is in front of the driven axle 6.2, while the drive motor 54 for driving the axle 6.3 of the rear carriage part 3 is behind the driven axle 6.3. The motor inverter 51 for the drive motor 52 in the front carriage part 2 is mounted vertically behind the drive motor 52. The motor inverter 53 for the drive motor 54 in the rear carriage part 3 is mounted horizontally behind the drive motor 54. Both the drive motors 52, 54 and the motor inverters 51, 53 can be easily installed in the receiving space provided in conventional overhead line buses in the underfloor area.
    The invention is not limited to the illustrated embodiment. For example, details of the individual components of the power supply and their arrangement on the vehicle can be performed in other ways.
    In summary, it should be noted that a trolleybus is provided by the invention, which has a reduced energy consumption and allows higher efficiency in battery-powered operation and recuperation.
    权利要求:
    Claims (11)
    [1]
    claims
    A trolleybus comprising: a) a pantograph for contacting a direct current overhead line; b) at least one drive motor for driving a drive axle; c) a power supply for supplying the at least one drive motor with drive current; and d) a high power energy storage for temporarily storing electrical energy received via the current collector; characterized in that the power supply comprises an isolating transformer electrically isolating a first portion of the power supply connected to the current collector from a second portion of the power supply, the at least one drive motor and the high power energy storage being disposed in the second portion.
    [2]
    2. trolleybus according to claim 1, characterized in that the isolating transformer is part of a DC-DC converter.
    [3]
    3. trolleybus according to claim 1 or 2, characterized by a current distribution in the second section, wherein the high-performance energy storage and the at least one drive motor are connected in parallel to the power distribution.
    [4]
    4. trolleybus according to one of claims 1 to 3, characterized in that the at least one drive motor is designed as a permanent magnet motor.
    [5]
    5. trolleybus according to claim 4, characterized in that the at least one drive motor is liquid-cooled.
    [6]
    6. trolleybus according to claim 5, characterized by further liquid-cooled units.
    [7]
    7. trolleybus according to one of claims 4 to 6, characterized by a switching mechanism for separating a motor converter of the at least one drive motor from the second section.
    [8]
    8. trolleybus according to claim 7, characterized in that the switching mechanism is arranged in a roof area of the trolleybus.
    [9]
    9. trolleybus according to one of claims 1 to 8, characterized in that the high-performance energy storage is formed by a battery. 10. 10. trolleybus according to one of claims 1 to 9, characterized in that a power of the high-performance energy storage at least 75% of the rated power of the at least one drive motor, preferably the total rated power of the at least one drive motor corresponds.
    [11]
    11. trolleybus according to one of claims 1 to 10, characterized in that the isolating transformer is arranged in a roof area of the trolleybus.
    [12]
    12. trolleybus according to claim 11, characterized in that the high-performance energy storage is arranged in the roof area.
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    同族专利:
    公开号 | 公开日
    CH711843B8|2017-10-13|
    CH711843B1|2017-08-15|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US4480298A|1983-01-25|1984-10-30|Westinghouse Electric Corp.|Multiple output DC-to-DC voltage converter apparatus|
    JP2008172857A|2007-01-09|2008-07-24|Kawasaki Heavy Ind Ltd|Charger for battery in railroad vehicle|
    CN102769356B|2011-05-05|2014-10-15|株洲南车时代电气股份有限公司|Permanent magnet synchronous traction motor with air cooling structure and air cooling method of permanent magnet synchronous traction motor|
    CN104139706A|2014-07-07|2014-11-12|郑州宇通客车股份有限公司|Trolley bus and isolation type power supply system thereof|
    CN110539668B|2019-01-29|2021-01-22|中车长春轨道客车股份有限公司|EMUs emergency traction system|
    法律状态:
    2017-08-31| PK| Correction|Free format text: BERICHTIGUNG INHABER |
    2017-10-13| PK| Correction|Free format text: BERICHTIGUNG INHABER. |
    2020-09-30| PFA| Name/firm changed|Owner name: CARROSSERIE HESS AG, CH Free format text: FORMER OWNER: CARROSSERIE HESS AG, CH |
    优先权:
    申请号 | 申请日 | 专利标题
    CH01814/15A|CH711843B8|2015-12-11|2015-12-11|Trolleybus with an isolating transformer in the power supply.|CH01814/15A| CH711843B8|2015-12-11|2015-12-11|Trolleybus with an isolating transformer in the power supply.|
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