Auxiliary Regenerative Brake Module for Railway Traction Energy Recovery
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Solution Overview
Problem
Existing railway traction vehicles face challenges in integrating brake energy recovery in a space-efficient, cost-effective, and practical manner, particularly for passenger trains, as existing solutions require significant modifications and additional space or components.
Innovation Solution
An auxiliary regenerative brake traction module with standardized power and control signal connectors is integrated into the existing architecture, allowing it to replace diesel powerpacks and store brake energy, which can then be used to power the traction bogie, eliminating the need for additional space or complex modifications.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Loss of energy
If a regenerative brake is integrated into each powerpack by modifying the transmission between the diesel engine and the traction bogie, then brake energy recovery is achieved, but additional space and complex coupling units are required which complicates the system and increases cost
Solution Approach 1:
The system is divided into independent modular units: existing diesel powerpacks remain unchanged while separate auxiliary regenerative brake modules are added. Each module contains its own regenerative brake, power connector, and control signal connector, allowing independent installation and operation without modifying the original powertrain architecture.
Solution Approach 2:
Standardized power transmission interfaces and control signal interfaces act as intermediaries between the auxiliary regenerative brake modules and the existing traction system. These standardized connectors enable functional integration without requiring complex custom coupling units or modifications to the diesel engine transmission system.
2Loss of energy
If a separate energy storage wagon with regenerative brake is added to the train, then brake energy recovery is achieved, but the total length of the passenger train increases and additional architecture costs are incurred
Solution Approach 1:
The auxiliary regenerative brake modules are integrated into the existing passenger train formation by utilizing available spaces within the existing vehicle architecture. The modules are connected to the traction system through standardized interfaces, merging the energy recovery function into the existing train without requiring separate energy storage wagons or extending the train length.
Solution Approach 2:
The auxiliary installation spaces in existing passenger vehicles are repurposed to house regenerative brake modules. The standardized power and control signal interfaces allow these modules to function universally across different vehicle types in the fleet, enabling energy recovery without requiring dedicated energy storage wagons.
3Power
If diesel powerpacks are used in space-optimized passenger train sets, then traction power is provided, but fuel consumption is high especially during acceleration phases
Solution Approach 1:
The regenerative brake modules convert the previously wasted kinetic energy during braking into usable electrical energy stored in energy storage devices. This recovered energy is then available to assist the diesel powerpacks during acceleration phases, transforming the harmful energy loss into a beneficial resource that reduces fuel consumption.
Solution Approach 2:
Instead of discarding the kinetic energy generated during braking as waste heat through dynamic and pneumatic brakes, the system recovers this energy using regenerative brake modules. The recovered energy is stored and reused during acceleration, reducing the need for diesel fuel consumption during high-power demand phases.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This solution simplifies retrofitting, reduces diesel fuel consumption, and maintains the existing vehicle architecture without additional costs or space requirements, while enabling efficient energy recovery and straightforward maintenance.
Implementation Method 1
during braking phases kinetic energy is transformed into thermal energy via dynamic and pneumatic brake systems
Implementation Method 2
the energy storage wagon with a regenerative brake. During braking phases downhill the energy storage wagon recuperates brake energy which is available for acceleration phases uphill
Implementation Method 3
said regenerative brake being adapted to store brake energy by braking the second auxiliary traction bogie and to deliver traction power to the second auxiliary traction bogie
Data Source
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AI summary
An assembly set (1) comprising a non-operational railway traction vehicle (11) including a first main traction bogie (120) a main traction engine (12) for delivering traction power to the first main traction bogie (120); at least one second auxiliary traction bogie (160); at least one auxiliary installation space (16) for an auxiliary traction module (18a, 18b) for delivering traction power to the second auxiliary traction bogie (160); and a vehicle traction controller, characterised by an auxiliary regenerative brake traction module (18b). The assembly set having a preferred application to passenger diesel multiple unit and electric multiple unit train sets.