Rail Vehicle Charging Plans for Shared Station Power Limits
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Solution Overview
Problem
Existing charging stations often lack sufficient capacity to charge multiple rail vehicles simultaneously with maximum power, leading to the need for efficient distribution of charging power to prevent overload.
Innovation Solution
A procedure that involves determining the current state of energy storage in rail vehicles, transferring identification and loading status information to a central charging planning device, and using this information to create vehicle-specific charging plans that distribute the available charging power effectively across multiple rail vehicles.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Productivity
If multiple rail vehicles are charged in parallel at maximum charging power, then charging speed and productivity are improved, but the charging station becomes overloaded exceeding its maximum total charging power capacity
Solution Approach 1:
The charging power for each rail vehicle is dynamically adjusted based on real-time conditions including state of charge, circulation plan, and current total power consumption. The charging plan is not static but continuously adapted to maintain total power within limits while maximizing charging efficiency.
Solution Approach 2:
The system changes the charging power parameter for each vehicle based on its specific needs (state of charge, target charge level, circulation schedule) and the overall system state. This allows flexible distribution of the fixed total charging power capacity to achieve optimal charging without overload.
2Reliability
If charging power is distributed among multiple rail vehicles, then overload is prevented, but charging time increases reducing productivity
Solution Approach 1:
The charging plan is determined in advance by the central charging planning device, calculating the optimal power distribution for each vehicle based on their circulation schedules and state of charge. This preliminary planning ensures that charging is completed within required timeframes while preventing overload.
Solution Approach 2:
The system continuously monitors the actual power consumption and state of charge of each vehicle, comparing it with the planned values. This feedback allows real-time adjustments to maintain optimal charging progress while staying within total power limits, preventing both overload and excessive charging time.
3Productivity
If individual charging plans are created for each rail vehicle, then charging efficiency is optimized, but system complexity increases due to central planning requirements
Solution Approach 1:
The central charging planning device serves multiple functions: it collects state of charge information from all vehicles, calculates optimal power distribution, generates individual charging plans, and monitors execution. This multi-functionality justifies the centralization by providing comprehensive charging management in a single system.
Solution Approach 2:
The central charging planning device acts as an intermediary between the charging station infrastructure and the individual rail vehicles. It translates the total available power into specific power allocations for each vehicle based on their needs and schedules, simplifying the control architecture while achieving optimized charging.
Data Source
Figure 1
AI summary
The invention relates to a method for controlling the charging of electrical energy storage devices (ES) of rail vehicles (SF1,SF2,SF3) at a charging station (LS), wherein the charging station (LS) is designed so that several rail vehicles (SF1,SF2,SF3) can be charged in parallel at it.The method is characterized in that at least one current state of charge (lz) of the energy storage device (ES) is determined by the rail vehicle (SF1,SF2,SF3), at least information regarding an identification and the determined state of charge (lz) is transmitted by the rail vehicle (SF1,SF2,SF3) to a central charging planning device (LPE) assigned to the charging station (LS), a vehicle-specific charging plan (lp1,lp2,lp3) is determined by the charging planning device (LPE) at least depending on a maximum total charging power (GLL) of the charging station (LS), a circulation plan (ULP) assigned to the rail vehicle (SF1,SF2,SF3) and a target state of charge and transmitted to the rail vehicle (SF1,SF2,SF3), and the energy storage device (ES) is charged by the rail vehicle (SF1,SF2,SF3) at the charging station (LS) depending on the received charging plan (lp1,lp2,lp3).