CN206187009U - A railway carriage or compartment phantom piece, rail vehicle carriage and rail vehicle for rail vehicle - Google Patents

Abstract

The utility model relates to a railway carriage or compartment phantom piece (8) of rail vehicle (2), railway carriage or compartment phantom piece has at least one outer wall component (36), at least one inner wall component (38), a plurality of load bearing structure component (40) and at least one and is used for saving the holding of electric energy cell (14), the electric energy is used for drive rail vehicle (2). Provide in order to realize holding the setting in the saving space of cell (14), battery power (14) set up outer wall component (36) and in the region of at least one the wall component in inner wall component (38). The utility model discloses still relate to one kind rail vehicle carriage (4, 6) and one kind rail vehicle (2).

Description

Body modules, rail vehicle carriages and rail vehicles for rail vehicles

technical field

The utility model relates to a car body module for a rail vehicle, the car body module has at least one outer wall element, at least one inner wall element, a plurality of bearing structural elements and at least one battery unit for storing electric energy, the electric energy For driving rail vehicles.

Background technique

Rail vehicles with electric drives have several advantages over rail vehicles with diesel mechanical or diesel electronic drives. Thus, for example, no environmentally harmful exhaust gases are generated during operation of the electrically driven rail vehicle. In addition, electrically driven rail vehicles do not have to be refueled and their electric motors work more quietly than diesel engines.

A disadvantage of electrically driven rail vehicles is that their travel must be interrupted in the event of a network failure. A further disadvantage is that electrically driven rail vehicles can basically only be driven on electrified road sections. On non-electrified road sections, an auxiliary drive by means of diesel locomotives is necessary, so that electrically driven rail vehicles can traverse such road sections.

A method for overcoming this disadvantage provides that the electrically driven rail vehicle is equipped with an integrated energy carrier in the form of an accumulator unit, which stores electrical energy and can supply one or more drive systems as required . This makes it possible to continue driving in the event of a network failure or on non-electrified road sections.

However, this method has the disadvantage that such an integrated battery unit requires additional space in the rail vehicle. Since a plurality of such battery cells are typically required in order to provide sufficient electrical energy for continued operation of the rail vehicle, the battery cells occupy a large amount of space in the rail vehicle. This is a big problem due to the limited space of rail vehicles. In particular, the construction of battery cells is problematic under the critical condition of keeping the passenger space capacity of the rail vehicle to a maximum.

Utility model content

The object of the present invention is to propose a body module for a rail vehicle in which a battery unit is arranged in a space-saving manner.

This object is achieved by a body module of the type mentioned at the outset, in which the battery unit is arranged according to the invention in the region of at least one of the wall elements.

This arrangement enables simple accessibility and/or simple exchangeability of the battery unit in a rail vehicle, for example for maintenance purposes. In particular, the battery unit can be replaced as a combined component by means of the housing module.

A modular component for a body of a rail vehicle or a rail vehicle car can be understood as a body module. Preferably, the car body modules have standardized dimensions. Furthermore, the car body module preferably has at least one interface, via which the car body module can be combined with one or more other car body modules to form a car body.

The body modules can be designed, for example, as side modules, roof modules, floor modules or floor modules. Alternatively, the body module can be designed as an assembly of one or more side components, roof components, floor components and/or floor components.

Preferably, the outer/inner wall element is an element of an outer skin, in particular a double-walled outer skin, of a rail vehicle. The outer/inner wall element can be, for example, a planar or plate-shaped element. Furthermore, the inner wall element and the outer wall element can be parallel to each other at least in sections.

Suitably, load-bearing structural elements are arranged between the wall elements. Furthermore, it is expedient if the wall element is connected to the load-bearing structural element. In this way, the wall element together with the load-bearing structural element can form a reinforcement of the car body module.

The inner wall element can also be an inner lining of the rail vehicle, in particular an inner lining visible to passengers.

Expediently, the battery unit includes at least one battery. Preferably, the battery unit comprises a plurality of batteries, in particular a plurality of batteries electrically connected to one another. Furthermore, the battery unit can have a modular battery design. Advantageously, a plurality of accumulators are connected to one another in series.

Furthermore, the battery unit can comprise a housing which encloses its battery/batteries. Furthermore, the accumulator unit expediently has at least one connection terminal. The connection terminals can also be provided for connecting the battery unit to another battery unit of the rail vehicle, on-board electronics, a drive and/or a brake energy recovery system.

Advantageously, the battery unit has a capacity of at least 10 kWh. As a result, the battery unit can provide sufficient electrical energy to be used as an energy source for driving the rail vehicle. In principle, the battery unit is not limited to supplying electrical energy solely for driving the rail vehicle. The battery unit can also be used as an emergency power supply during stationary operation of the rail vehicle. Furthermore, the battery unit can also be used as an energy source for lighting systems, entertainment electronics and/or passenger information systems, more precisely during parking operation and/or while the rail vehicle is in motion.

The battery cells can also be arranged between the outer wall element and the inner wall element. In this way, the battery unit can be arranged in such a way that it does not require space in the passenger compartment. In this arrangement, the battery cells are expediently connected to the outer wall element, the inner wall element and/or at least one load-bearing structural element.

Alternatively, the accumulator unit can be arranged outside the space or hollow space bounded by the outer wall element and the inner wall element. In this arrangement, the battery cells are suitably connected to the outer or inner wall elements. This means that the battery unit can be constructed as an attachment to the outer/inner wall element. In this case, the battery unit can be arranged, in particular visibly, on the outside/inside of the car body module. Furthermore, an accumulator unit or its accumulator/accumulators can be used as design element/elements.

Furthermore, the body module can have a floor area. Furthermore, the battery unit can be arranged, for example, in the region of the floor. In particular, the battery unit can be arranged in the region of the floor below the outer wall element, ie outside the space bounded by the outer wall and the inner wall element.

The battery unit can comprise a plurality of batteries, which are arranged along at least one carrier structure element.

In an advantageous refinement, the battery unit has at least one battery which is formed as a load-bearing structural element. Expediently, the carrier structure element or accumulator is connected to at least one wall element. In this way, at least one battery of the battery unit together with the at least one wall element can form an assembly of reinforced compartment modules.

In a further advantageous refinement, the battery unit has a plurality of batteries which are connected in groups for reinforcement. Suitably, the set for reinforcement is arranged between the outer wall element and the inner wall element. Furthermore, it is expedient if the set for reinforcement is connected to the outer wall element and/or the inner wall element. Furthermore, the battery unit as a whole can also be formed as a load-bearing structural element or as a group for reinforcement.

The battery unit can also have a plurality of batteries, which are arranged in one or more strips in the form of strips, in particular in the longitudinal direction of the body of the rail vehicle. Significantly, the longitudinal direction of the car body is preset here by the shape of the car body module. In turn, the shape of the body module meaningfully determines the shape of the body of the rail vehicle.

The body module can have window regions. A window area can be understood here to mean an area into which one or more windows can be inserted. Expediently, the window area includes at least one recess for the window.

In principle, the battery unit can be arranged above the window area or partially above the window area. Preferably, the battery unit is arranged at least in sections below the window area. This makes it possible to achieve a lower center of gravity of the body module than in a body module without such a battery cell.

Furthermore, the body module can have a lower and an upper window area, for example if the body module is provided for a double-deck carriage. In this case, it is advantageous if the battery unit is arranged at least partially below the upper window area.

Furthermore, the body module can have at least one module region with a bend. A module area can be understood as a section or subarea of a car body module. A roof module can be such a module area, for example a dome. However, the module area can also relate to the entire car body module.

The battery cells can be arranged in the module region with the bend. Preferably, the battery cell is at least partially adapted to the bend. In particular, the shape of the battery cell or the arrangement of its batteries can be adapted to the bend. The accumulator can, for example, be arranged at least in sections along a circular section/arc having the same radius of curvature as the curvature of the module region.

The outer wall elements, the inner wall elements and/or the battery cells can be carbon fiber reinforced. As a result, the corresponding element can be used as a load-bearing element and nevertheless be produced with a lightweight construction.

Preferably, the battery unit comprises a plurality of batteries which are electrically connected to one another by means of connecting elements.

If the battery is mechanically deformed/damaged, for example due to thermal overload, an internal short circuit can occur in the battery which can damage the rest of the battery. It is therefore advantageous if the connecting elements each have a predetermined breaking point. In the event of a mechanical deformation/damage of the battery, the connecting element, which connects the deformed/damaged battery to the other battery, snaps off at such a predetermined breaking point. In this manner, deformed/damaged accumulators can be decoupled mechanically and/or electrically from other accumulators. Preferably, the rest of the storage battery can still work normally after breaking off at the predetermined breaking location.

Furthermore, the battery unit can have several protective circuits. Expediently, each accumulator of the accumulator unit can be switched off individually or electrically separated from the other accumulators by means of a protective circuit.

In an advantageous refinement, the battery unit has at least one battery which is formed as a lithium-ion battery. Lithium-ion batteries are characterized by a high energy density, ie energy per unit mass, compared to other types of accumulators. Furthermore, lithium-ion batteries are thermally stable and have no or only very little memory effect.

Preferably, the lithium ion battery is a lithium polymer battery or has a polymer based electrolyte. Lithium polymer batteries have a high mass-to-power ratio compared to other embodiments of lithium ion batteries and can be produced in different shape variants, since in lithium polymer batteries a rigid battery housing can be dispensed with.

Particularly preferably, the lithium-ion battery comprises a sulfur-containing negative electrode. The negative electrode can also contain other chemical elements besides sulfur. In addition, sulfur can exist in the form of chemical compounds in the negative electrode. Expediently, the lithium-ion battery also includes a lithium-containing positive electrode. The positive electrode can also contain other chemical elements besides lithium. In addition, lithium exists in the form of chemical compounds in the positive electrode. One of the highest energy densities of all accumulator types known to date can be achieved by means of a sulfur-containing negative electrode and a lithium-containing positive electrode.

The battery unit is expediently assigned a control unit for temperature monitoring, for current monitoring and/or for controlling the current load distribution. In particular, the control unit can be provided for individual monitoring of the battery. In principle, it is also possible for the battery unit to have a plurality of such control units.

Furthermore, the car module can have one or more fire protection systems. Such a fire protection system can be designed, for example, as a shut-off system and/or as a purge gas system. In a shutdown system it can be provided that one or more batteries of a battery unit are switched off or electrically separated from the remaining batteries. In the purge gas system it can be provided that one or more batteries of the battery cells or the surroundings of one/more batteries are purged with an inert or nonflammable purge gas, for example CO ₂ or N ₂ . When the temperature of the accumulator/accumulators exceeds a preset maximum temperature, eg a fire protection system can be used. In this way, thermal overloading of the accumulator/accumulators can be prevented.

Furthermore, a body module can have a plurality of such battery cells. Suitably, a plurality of battery cells are each arranged in the region of at least one wall element. Furthermore, it is expedient if the battery cells are electrically connected to one another.

In a rail vehicle car with a plurality of car body modules each configured as described above, the battery units of the plurality of car body modules can be arranged over at least 30% of the car body length, preferably at least 50% of the car body length. The longitudinal extent of a rail vehicle car body can be understood here as car body length.

Furthermore, in a rail vehicle car with at least one car body module configured as described above, the battery unit of the car body module is arranged over at least 30%, preferably at least 50%, of the car body length . In this case, the body module expediently has a length of at least 30% or 50% of the length of the body.

The rail vehicle can have at least two rail vehicle wagons, each of which has at least one wagon module, which is designed as described above. In this case, the battery unit of a first rail vehicle car of the rail vehicle car can be electrically connected to the battery unit of a second rail vehicle car of the rail vehicle car. In this way, electrical energy can be transferred from a first rail vehicle car to a second rail vehicle car or from a second rail vehicle car to a first rail vehicle car.

In addition, rail vehicles can include brake energy recovery systems. Advantageously, the rail vehicle comprises at least one battery unit which is electrically connected to the braking energy recovery system. Furthermore, it is advantageous if the battery unit can be charged by means of a braking energy recovery system, in particular by means of braking energy resulting from a braking operation of the rail vehicle.

Alternatively or additionally, at least one battery unit of the rail vehicle can be connected to the overhead conductor grid. Expediently, the accumulator unit can be charged by means of the overhead line network.

The description given so far of advantageous embodiments of the invention contains a large number of features, which are described in partial to multiple combinations in the individual subclaims. However, the features mentioned can also suitably be observed individually and form other meaningful combinations. In particular, the features mentioned can be combined individually and in any suitable combination with the device according to the invention.

Description of drawings

The characteristics, characteristics and advantages of the present invention described above and the types and methods of how to achieve the characteristics, characteristics and advantages become clearer and more clearly understood in conjunction with the following description of the embodiments. Examples are described in detail with reference to the accompanying drawings. The examples serve to illustrate the invention and the invention is not restricted to the combinations of features presented therein, nor are the features with regard to functionality. Furthermore, the features of each exemplary embodiment that are suitable for this can also be viewed individually in detail, removed from one exemplary embodiment, introduced into other exemplary embodiments in order to supplement the described exemplary embodiments and combined with any of the claims.

The accompanying drawings show:

FIG. 1 shows a rail vehicle comprising two rail vehicle cars, each of which has a plurality of car body modules, the car body modules having a plurality of battery cells;

Figure 2 shows a cross-sectional view through one of the car body modules in Figure 1;

FIG. 3 shows an accumulator unit with a control unit, connecting terminals and a plurality of accumulators and connecting elements;

FIG. 4 shows a first arrangement of battery cells, the batteries of which are arranged between outer and inner wall elements and connected in groups for reinforcement;

FIG. 5 shows a second arrangement of battery cells, the batteries of which are arranged between outer wall elements and inner wall elements and are each formed as load-bearing structural elements;

FIG. 6 shows a third arrangement of battery cells, the batteries of which are arranged between the outer wall element and the inner wall element in the region of the bend;

FIG. 7 shows a fourth arrangement of battery cells, the batteries of which are arranged between the outer wall element and the inner wall element and between two load-bearing structural elements oriented obliquely to the outer wall element and the inner wall element; and

FIG. 8 shows a fifth arrangement of battery cells, the batteries of which are arranged as design elements on inner wall elements.

detailed description

FIG. 1 shows a schematic side view of a rail vehicle 2 having a first rail vehicle car 4 and a second rail car car 6 . The first rail vehicle car 4 is configured as a motor vehicle. The second rail vehicle body 6 is designed as a trailer, which is coupled to the motor vehicle.

Each of the two rail vehicle cars 4 , 6 comprises five car modules 8 . In the two rail vehicle cars 4 , 6 two of the five car body modules 8 are provided with doors 10 . In FIG. 1 only a door 10 is visible in each case, which is arranged on the side of the rail vehicle 2 facing the viewer. The two body modules 8 serve as boarding or disembarking sections of the respective rail vehicle car 4 , 6 . The remaining three of the five car body modules 8 are equipped with windows 12 in the two rail vehicle cars 4 , 6 . The three car body modules 8 serve as passenger space sections for the respective rail vehicle car 4 , 6 .

The body modules 8 each have a plurality of battery cells 14 which comprise a plurality of batteries. The individual accumulators are not shown in FIG. 1 . The views of the individual batteries of the battery unit are shown in FIGS. 3 to 8 . Furthermore, the rechargeable batteries of the rechargeable battery units 14 are each designed as a lithium-ion battery, in particular as a lithium polymer battery with a lithium-containing positive electrode and a sulfur-containing negative electrode. The battery cells 14 each have a capacity of 50 kWh.

The battery unit 14 is oriented in the car longitudinal direction 16 of the rail vehicle car 4 , 6 , wherein in principle other orientations of the battery unit 14 are still possible. In the first rail vehicle car 4 the battery unit 14 is arranged over approximately 70% of its car length 18 . In the second rail vehicle car 6 the battery unit 14 is arranged over approximately 90% of its car length 20 .

Furthermore, the battery cells 14 are electrically connected to each other. In particular, the battery unit 14 of the first rail vehicle car 4 is also electrically connected to the battery unit 14 of the second rail vehicle car 6 .

The first rail vehicle car 4 is associated with a motor unit 22 comprising a plurality of electric motors. The individual electric motors are not shown in FIG. 1 for reasons of clarity. Furthermore, the motor unit 22 is electrically connected to the battery unit 14 .

Furthermore, the first rail vehicle car 4 is equipped with a braking energy recovery system 24 which is electrically connected to the battery unit 14 .

Furthermore, the first rail vehicle car 4 has a current collector 26 via which the motor unit 22 , the brake energy recovery system 24 and the battery unit 14 of the rail vehicle 2 are electrically connected to a current-carrying overhead line 28 .

During braking of the rail vehicle 2 , braking energy is converted into electrical energy by means of the braking energy recovery system 24 . The electrical energy harvested in this way is used to partially or completely charge the accumulator unit 14 .

If the battery unit 14 is fully charged, the remaining electrical energy obtained by means of the brake energy recovery system 24 is fed into the overhead line 28 .

The charged battery unit 14 is used to drive the rail vehicle 2 in the event of a network failure or on non-electrified road sections.

Furthermore, FIG. 1 shows a section II, which extends transversely to the car longitudinal direction 16 through the car body module 8 of the second rail vehicle car 6 , which is equipped with a window 12 .

FIG. 2 shows a section through the car body module 8 of the second rail vehicle car 6 from FIG. 1 along the section plane II.

The body module 8 comprises a roof member 30 , two side members 32 and a floor member 34 . The two side components 32 are arranged substantially parallel to one another and are connected to the roof component 30 and to the floor component 34 respectively.

Furthermore, the roof component 30 , the two side components 32 and the floor component 34 each have an outer wall element 36 and an inner wall element 38 . The outer wall elements 36 and inner wall elements 38 of the respective components 30 , 32 , 34 are arranged parallel to one another and together form a section of the double-walled skin of the car body module 8 .

Furthermore, between the outer wall element 36 and the inner wall element 38 of the respective component 30 , 32 , 34 a plurality of load-bearing structural elements 40 are arranged, which are connected to the outer wall element 36 and the inner wall element 38 and form the box module 8 reinforcement device.

Furthermore, the car body module 8 comprises a floor element 42 which is connected to the floor element 34 . The floor member 42 serves as a passenger compartment floor of a passenger compartment 44 bounded by the floor member 42 , the roof member 30 and the two side members 32 .

Each of the two side members 32 has a window area 46 in which the window 12 is arranged. Furthermore, the car body module 8 or the floor component 34 of the car body module 8 comprises two module regions 48 which each have a curvature.

An inner lining 50 visible in the passenger compartment 44 is arranged/fixed on the roof element 30 and on the inner wall elements 38 of the two side elements 32 . In the window area 46 , the inner lining 50 arranged on the side part 32 each has a recess for the respective window 12 .

As already discussed in connection with FIG. 1 , the car body module 8 has a plurality of battery cells 14 . Six of the battery cells 14 are shown by way of example in FIG. 2 . Furthermore, a further battery unit 14 not shown in FIG. 2 is arranged behind the battery unit 14 shown with respect to the longitudinal direction 16 of the vehicle body.

The battery cell 14 —more precisely like the outer wall element 36 and the inner wall element 38 —is reinforced with carbon fibers. Furthermore, battery unit 14 is arranged below window area 46 .

Two of the six shown battery cells 14 are arranged on side components 32 , ie on different side components 32 . The two battery cells 14 are each arranged on the inner wall element 38 of the respective side part 32 outside the space 52 bounded by the inner wall element 38 and the respective outer wall element 36 . Furthermore, the two battery cells 14 serve as design elements and each form part of the inner lining 50 of the respective side part 32 .

The remaining four of the six illustrated battery cells 14 are arranged in the floor area 54 of the car body module 8 , in particular within the space 52 delimited by the outer wall element 36 and the inner wall element 38 of the floor component 34 . Two of the remaining four battery cells 14 are arranged here in two curved module regions 48 , that is, in each case in different curved module regions 48 . Furthermore, the two accumulator cells 14 or their accumulators are each adapted to the corresponding bend. The other two of the remaining four battery cells 14 are arranged in the planar section 56 of the floor component 34 .

FIG. 3 shows a schematic plan view of the battery unit 14 . The battery cell 14 can be, for example, one of the two battery cells 14 described in conjunction with FIG. 1 or FIG. 2 .

The battery unit 14 includes a plurality of batteries 58 . The accumulators are arranged side by side in a matrix with two rows and six columns and are mechanically connected to each other.

Furthermore, adjacent accumulators 58 are electrically connected to one another by means of strip-shaped metallic connecting elements 60 . The connecting elements 60 each have a predetermined snap-off point 62 which is arranged in the region of the adjoining edges of the accumulator 58 .

Furthermore, the battery unit 14 includes a connection terminal 64 electrically connected to the battery 58 . The connecting terminals are provided for connecting the battery unit 14 to a further battery unit of the rail vehicle 2 , on-board electronics, the motor unit 22 and/or the brake energy recovery system 24 .

Furthermore, the accumulator unit 14 is associated with a control unit 66 . During operation of the battery unit 14 , the temperature of the respective battery 58 and the current flowing through the respective battery 58 are monitored individually for each battery 56 by means of the control unit 66 . Furthermore, by means of the control unit 66 , the current load distribution of the individual accumulators 58 is controlled.

FIG. 4 shows a partial view of a body module cross-section in which a first exemplary arrangement of battery cells 14 is shown. The car body module cross section can be, for example, the cross section of the car body module 8 in FIG. 1 , in particular a section perpendicular to the longitudinal direction 16 of the car body.

The battery unit 14 is arranged between two load-bearing structural elements 40 in a space 52 delimited by an outer wall element 36 and an inner wall element 38 arranged parallel to the outer wall element 36 . The load-bearing structural element 40 is connected not only to the outer wall element 36 but also to the inner wall element 38 and is oriented perpendicular to both wall elements 36 , 38 .

Furthermore, the battery unit 14 includes a plurality of batteries 58 . In addition to the accumulator 58 shown in FIG. 4 , further accumulators are arranged perpendicular to the drawing before or after the accumulator 58 shown.

The accumulators 58 are connected in groups 68 for reinforcement, which in turn are connected to the outer wall element 36 and the inner wall element 38 . The battery cell 14 or the reinforcement pack 68 has a width 70 which is equal to the distance of the inner wall element 38 from the outer wall element 36 . Instead, each accumulator 58 has a width 72 which is the break-off, in the present example one-fifth of the distance of the inner wall element 38 from the outer wall element 36 .

The group 68 for stiffening and the load-bearing structural element 40 together with the wall elements 36 , 38 form a combination for stiffening of the car body module.

The description discussed below in connection with FIGS. 5 to 8 is each substantially limited to the differences from the previous embodiment discussed in connection with FIG. 4 , reference is made to the embodiment discussed in connection with FIG. 4 with respect to unchanged features and functions. Elements that are substantially identical or correspond to one another are in principle marked with the same reference numerals, and features not mentioned are referred to in the subsequent exemplary embodiments without a new description thereof.

FIG. 5 shows another detail of a body module cross section, showing a second exemplary arrangement of battery cells 14 .

In this embodiment, the batteries 58 of the battery unit 14 are not connected in groups for reinforcement. As an alternative thereto, the storage battery 58 itself is formed as a support structure element 40 and replaces one of the two support structure elements 40 in the preceding exemplary embodiment. The individual accumulators 58 here have a width 72 which corresponds to the distance of the inner wall element 38 from the outer wall element 36 and is connected to the outer wall element 36 and the inner wall element 38 .

FIG. 6 also shows a further detail of a body module cross-section, in which a third exemplary arrangement of the battery cells 14 is shown.

In the exemplary embodiment, the car body module has a module region 48 with a bend. The bend is formed in such a way that both the outer wall element 36 and the inner wall element 38 are curved/bent in sections.

The battery cells 14 are arranged in the module region 48 and are adapted to the curvature of the module region 48 . In particular, this means in this case that the individual accumulators 58 are arranged along a circular arc which has the same radius of curvature as the curved module region 48 . Furthermore, the accumulator unit 14 is only connected to the inner wall element 38 .

FIG. 7 shows another detail of a body module cross-section, showing a fourth exemplary arrangement of battery cells 14 .

In this exemplary embodiment, the load-bearing structural element 40 is oriented obliquely to the outer wall element 36 and obliquely to the inner wall element 38 . The accumulator unit 14 is adapted to the inclined orientation of the support structure element 40 in that the accumulator 58 of the accumulator unit 14 is arranged in the form of a triangular prism.

FIG. 8 shows a further partial view of a body module cross-section, in which a fifth exemplary arrangement of battery cells 14 is shown.

In this exemplary embodiment, the accumulator unit 14 is arranged outside the space 52 delimited by the outer wall element 36 and the inner wall element 38 . The individual batteries 58 of the battery cells 14 are arranged one above the other/side by side on the inner wall element 38 and are connected thereto. The battery unit 14 here forms part of the interior lining visible in the passenger compartment.

Although the invention has been illustrated and described in detail by preferred embodiments, the invention is not limited to the disclosed examples and other variants can be derived therefrom without departing from the scope of protection of the invention.

Claims (16)

1. A car body module (8) for a rail vehicle (2), said car body module having at least one outer wall element (36), at least one inner wall element (38), a plurality of load-bearing structural elements (40) and at least one battery unit (14) for storing electrical energy for driving said rail vehicle (2), It is characterized in that, The battery cell (14) is arranged in the region of at least one of the outer wall element (36) and the inner wall element (38). 2. The car body module (8) according to claim 1, It is characterized in that, The battery unit (14) is arranged between the outer wall element (36) and the inner wall element (38), and is connected to the outer wall element (36), the inner wall element (38) and/or at least one of the The load-bearing structural element (40) is connected. 3. The car body module (8) according to claim 1 or 2, It is characterized in that, The battery unit (14) is arranged outside a space (52) bounded by the outer wall element (36) and the inner wall element (38), and the battery unit (14) is connected to the outer wall element (36) Or the inner wall element (38) is connected. 4. The car body module (8) according to claim 1 or 2, It is characterized in that, A floor area (54) is provided, wherein the battery unit (14) is arranged in the floor area (54). 5. The car body module (8) according to claim 1 or 2, It is characterized in that, The accumulator unit (14) has at least one accumulator (58), which is formed as a load-bearing structural element (40), which is connected to the outer wall element (36) and the inner wall element (38) At least one wall element is connected. 6. The car body module (8) according to claim 1 or 2, It is characterized in that, The accumulator unit (14) has a plurality of accumulators (58) connected in groups (68) for reinforcement, the groups being arranged between the outer wall element (36) and the inner wall element (38) between, and connected to said outer wall element (36) and said inner wall element (38). 7. The car body module (8) according to claim 1 or 2, It is characterized in that, A window area (46) is provided, wherein the battery unit (14) is arranged at least partially below the window area (46). 8. The car body module (8) according to claim 1 or 2, It is characterized in that, At least one module region (48) having a bend is provided, wherein the battery cells (14) are arranged in the module region (48) and are adapted at least in sections to the bend. 9. The car body module (8) according to claim 1 or 2, It is characterized in that, The outer wall element (36), the inner wall element (38) and/or the battery cell (14) are carbon fiber reinforced. 10. The car body module (8) according to claim 1 or 2, It is characterized in that, The battery unit (14) comprises a plurality of batteries (58), which are electrically connected to one another by means of connecting elements (60), wherein the connecting elements (60) each have a predetermined breaking point (62). 11. The car body module (8) according to claim 1 or 2, It is characterized in that, The battery unit ( 14 ) has at least one battery ( 58 ), which is designed as a lithium-ion battery and comprises a lithium-containing positive electrode and a sulfur-containing negative electrode. 12. The car body module (8) according to claim 1 or 2, It is characterized in that, The battery unit (14) is assigned a control unit (66) for temperature monitoring, current monitoring and/or control of current load distribution. 13. The car body module (8) according to claim 11, It is characterized in that, The accumulator (58) is designed as a lithium polymer battery. 14. A rail vehicle car (4, 6) with a plurality of car body modules (8), each of which is formed according to any one of the preceding claims, The battery cells (14) of a plurality of the body modules (8) are arranged over at least 50% of the body length (18, 20). 15. A rail vehicle (2) having at least two rail vehicle carriages (4, 6) each having at least one compartment according to any one of claims 1-13 body module(8), wherein the battery unit (14) of a first rail vehicle car (4, 6) in said rail vehicle car (4, 6) is electrically connected to the battery unit (14) of a second rail vehicle car (4, 6) in said rail vehicle car (4, 6) . 16. Rail vehicle (2) according to claim 15, It is characterized in that, A braking energy recovery system (24) and at least one battery unit (14) are provided, the battery unit is electrically connected to the braking energy recovery system (24), and the battery unit can use the braking energy The recovery system (24) is charged.