Dynamic Drive Unit Control for Rail Vehicle Energy Savings
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Solution Overview
Problem
Existing rail vehicle systems with multiple drive units consume excessive energy due to constant operation of all units, even when only high tractive force is required for short sections of the route, leading to high operating costs.
Innovation Solution
A method to dynamically adjust the number of active drive units based on calculated tractive force needs along the route, switching off units when the sum of traction forces exceeds required tractive force, using a control unit that determines optimal efficiency and switches units on/off to minimize energy consumption.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If multiple drive units are operated continuously to ensure sufficient traction, then the required tractive force is reliably provided, but energy consumption increases
Solution Approach 1:
The system dynamically adjusts the number of active drive units based on real-time assessment of route conditions (gradients, curves, speed limits) and vehicle state (mass, braking capability). The control unit calculates the minimum required drive units at each route section and activates only that number, transitioning from static continuous operation to dynamic adaptive operation.
Solution Approach 2:
The control unit changes the operational parameters of the drive system by adjusting the number of active drive units according to varying route conditions. It evaluates parameters such as gradient, curve radius, speed limits, and vehicle mass to determine the optimal number of drive units to activate, changing this parameter throughout the journey rather than maintaining a fixed configuration.
2Force
If both sub-locomotives remain switched on to provide high tractive effort, then the required traction for steep inclines is ensured, but operating costs increase due to high energy consumption
Solution Approach 1:
The system performs preliminary calculations before the vehicle departs, computing the required number of drive units for each route section based on the route profile, speed limits, and vehicle characteristics. This advance planning allows the control unit to pre-determine when to switch between one or two drive units, avoiding unnecessary energy consumption from the outset.
Solution Approach 2:
The control unit continuously monitors the actual route conditions and vehicle state, comparing them against the planned requirements. It uses feedback from sensors measuring mass, speed, and position to adjust the number of active drive units in real-time, ensuring optimal energy consumption while maintaining sufficient tractive effort throughout the journey.
3Ease of operation
If the number of drive units is fixed before the journey, then the system is simple to operate, but it cannot adapt to varying tractive force requirements along the route
Solution Approach 1:
The control unit automatically performs the complex task of determining the optimal number of drive units without requiring manual intervention from the driver. It self-calculates the requirements based on route data and vehicle state, and self-adjusts the drive unit configuration throughout the journey, making the system both adaptive and easy to operate.
Solution Approach 2:
The system pre-calculates the optimal drive unit configuration for each route section before the journey begins, storing this information for automatic retrieval and execution. This preliminary action eliminates the need for complex real-time decisions by the driver while maintaining high adaptability to varying route conditions.
Data Source
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AI summary
The invention relates to a method for controlling the drive of a rail vehicle, comprising a drive having a plurality of drive units, wherein the drive units are connected to the drive or disconnected therefrom such that the sum of the traction forces of the drive units is greater than the required tractive force, thus lowering the energy consumption. According to the invention, the required tractive force is calculated depending on the route for partial sections of the route, and the number of activated drive units is changed during driving and is adapted to the required tractive force.