Rail Car Distributed Electric Components Unelectrified Operation
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Solution Overview
Problem
Current train configurations face challenges in efficiently operating on both electrified and unelectrified sections due to heavy engine loads, limited flexibility in train length, and the need for multiple power sources, which can lead to track damage and disruptions in passenger service during power source failures.
Innovation Solution
A train design featuring rail cars with distributed onboard electric components, including generation devices, auxiliary power supplies, and power storage, connected via a common bus line, allowing for flexible configuration and automatic power management, enabling continuous passenger service and optimized operation across different sections.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If a diesel engine is used as power source in unelectrified sections, then the train can operate without external power supply, but the heavy engine weight causes severe track damage
Solution Approach 1:
The train is divided into multiple independent rail cars, each equipped with its own power source and driving devices. This segmentation distributes the total weight across multiple vehicles, reducing the axle load on tracks compared to a single heavy engine pulling many passenger cars.
Solution Approach 2:
The patent replaces the mechanical diesel engine system with an electric power system. Each rail car is equipped with electric motors and power generation/storage devices, eliminating the need for heavy mechanical engines while providing the same propulsion function through electrical means.
2Device complexity
If a single engine is used as the only power source, then the train structure is simplified, but the train is stalled if the engine fails
Solution Approach 1:
The power source function is segmented and distributed to multiple independent rail cars. Each car has its own power generation and storage systems, so if one power source fails, others can continue to operate and provide power to the train.
Solution Approach 2:
The patent changes the power supply parameter from a single centralized source to multiple distributed sources. This parameter change enables redundancy, where the failure of one power source does not halt the entire train operation.
3Productivity
If the same train runs through both electrified and unelectrified sections, then operational efficiency is improved, but the train needs heavy generation means for unelectrified sections
Solution Approach 1:
The train is segmented into multiple rail cars with distributed power sources. Each car carries lightweight power generation and storage devices, eliminating the need for a single heavy diesel engine while enabling operation in both electrified and unelectrified sections.
Solution Approach 2:
The patent replaces the mechanical diesel engine system with an electric power system using motors and electrical power sources. This substitution reduces weight while maintaining the capability to operate in diverse railway sections.
4Strength
If fixed window glass is installed in rail cars, then structural integrity is improved, but electricity is required for in-car ventilation and temperature management
Solution Approach 1:
The patent equips each rail car with power storage devices that can provide electricity for in-car systems like ventilation and temperature management. This preliminary power availability ensures that when the train operates in electrified sections, these systems can function continuously without interruption.
Data Source
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AI summary
A train includes rail cars such as a car (1) equipped with a generation device, a car (2) configured to obtain power from a catenary to supply power, a car (3) equipped with a driving device, a car (5) equipped with an auxiliary power supply device configured to supply power to an onboard apparatus, a car (6) equipped with power storage means, a car (7) equipped with excessive power consumption means, and a car (205) configured to obtain power from the catenary to supply power and including an auxiliary generation device fitted or equipped under a floor; all or some of these cars are combined together depending on an operation section and a passenger demand. The train includes at least one DC power bus (1000) configured to allow power to be accommodated among the cars in the train, and a function to allow coupling and uncoupling of the train into a plurality of configurations.