Rail Vehicle Pantograph Charging Strategy
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Rail vehicles face challenges in efficiently charging their internal energy stores for non-electrified routes, leading to unnecessary rapid charging processes that can prematurely age the energy storage devices.
Innovation Solution
A vehicle equipped with a prognosis device that calculates the driving energy required for the next route section and a charging control device that determines an optimal charging strategy, ensuring the energy storage is adequately charged while minimizing unnecessary charging and extending the service life of the energy store.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Loss of time
If rapid charging processes are used to quickly charge the internal energy store, then charging time is reduced, but the energy storage device undergoes premature aging
Solution Approach 1:
The prognosis device calculates the driving energy value in advance for the next route section, and the charging control device determines the optimal charging strategy before charging begins. This preliminary planning allows the system to charge at optimal rates rather than using rapid charging, thereby reducing aging while still meeting time requirements.
Solution Approach 2:
The charging control device dynamically adjusts the charging strategy based on real-time conditions including charging status, driving energy requirements, and route characteristics. This dynamic control optimizes charging current to balance charging speed with battery health, avoiding the detrimental effects of constant rapid charging.
2Quantity of substance
If the internal energy store is charged to maximum capacity, then energy availability is increased, but unnecessary charging processes accelerate aging
Solution Approach 1:
The charging control device determines the precise amount of energy needed by comparing the driving energy value with current energy store status. It charges only to the necessary level rather than always charging to maximum capacity, thereby avoiding unnecessary charging cycles that would accelerate battery aging while still ensuring sufficient energy for the next route section.
Solution Approach 2:
The system continuously monitors the charging status of the internal energy store and uses this feedback to adjust the charging strategy. The prognosis device and charging control device work together to determine when sufficient charge has been achieved, preventing overcharging and reducing unnecessary charging operations that would harm battery longevity.
3Productivity
If charging strategy is optimized for minimum service life, then charging speed is maximized, but energy storage device degrades faster
Solution Approach 1:
The charging control device changes charging parameters including current magnitude and charging rate based on the determined strategy. Instead of using maximum current for all charging operations, the system adjusts parameters to optimal levels that balance charging efficiency with battery health, thereby maintaining productivity while extending service life.
Data Source
Figure 1
Figure 2
Figure 3
AI summary
The invention relates, inter alia, to a vehicle (10), in particular a rail vehicle, with at least one pantograph (11) for receiving external electrical energy and at least one internal energy storage device (12) that can provide stored energy for driving on non-electrified sections of track. According to the invention, the vehicle (10) has a forecasting device which, based on track data of the next section of track extending to the next destination, calculates a driving energy value (dE) that indicates the driving energy required to traverse one or more non-electrified subsections of the next section of track, and the vehicle has a charging control device connected to the forecasting device.which, using the charge status of the internal energy storage (12) before entering the route section and the driving energy value (dE) of the forecasting device, calculates the amount of energy still to be charged and determines a charging strategy (LST) according to which the energy storage should be charged before entering the next route section and/or during the driving of one or more electrified subsections of the next route section, so that the energy storage (10) has the driving energy or at least the driving energy at the start of the journey.