AU2017228565A1 - A public transport network with an optimised management of electric energy - Google Patents

A public transport network with an optimised management of electric energy Download PDF

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Publication number
AU2017228565A1
AU2017228565A1 AU2017228565A AU2017228565A AU2017228565A1 AU 2017228565 A1 AU2017228565 A1 AU 2017228565A1 AU 2017228565 A AU2017228565 A AU 2017228565A AU 2017228565 A AU2017228565 A AU 2017228565A AU 2017228565 A1 AU2017228565 A1 AU 2017228565A1
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AU
Australia
Prior art keywords
energy
vehicle
transport network
energy exchange
public transport
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Abandoned
Application number
AU2017228565A
Inventor
Sebastien Musset
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Alstom Transport Technologies SAS
Original Assignee
Alstom Transport Technologies SAS
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Alstom Transport Technologies SAS filed Critical Alstom Transport Technologies SAS
Publication of AU2017228565A1 publication Critical patent/AU2017228565A1/en
Abandoned legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/11—DC charging controlled by the charging station, e.g. mode 4
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B60L53/32—Constructional details of charging stations by charging in short intervals along the itinerary, e.g. during short stops
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L55/00—Arrangements for supplying energy stored within a vehicle to a power network, i.e. vehicle-to-grid [V2G] arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S10/00—Systems supporting electrical power generation, transmission or distribution
    • Y04S10/12—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation
    • Y04S10/126—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation the energy generation units being or involving electric vehicles [EV] or hybrid vehicles [HEV], i.e. power aggregation of EV or HEV, vehicle to grid arrangements [V2G]

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

A Public Transport Network with an Optimised Management of Electric Energy The public transport network (10) includes vehicles (14) that are travelling on a route (12). Each vehicle (14) comprises the energy storage means (15) for storing electrical energy, and the propulsion means (16) that are supplied with energy in an autonomous manner by the energy storage means (15). The network (10) comprises the energy exchange zones (18) for exchanging electrical energy, distributed along the route (12) in a discrete manner. Each vehicle (14) comprises the energy exchange means (20) for exchanging electrical energy, that are capable of exchanging energy with each energy exchange zone (18). The transport network (10) comprises the determination means (22) that determine whether each vehicle (14) connected with one of the energy exchange zones (18) has an energy need or an energy surplus. The energy storage means (15) transfer energy to the energy exchange zone (18) when the vehicle is determined to have a surplus of energy, in a static manner with a current that is higher than 300 Amp, over a discharge time period of less than 40 seconds. Single figure

Description

The present invention relates to a public transport network.
For example, the public transport network is an urban rail network, in particular a tramway network.
More particularly, the invention relates to a public transport network, having at least one route and including at least one public transport vehicle travelling on the route, and in which: - each vehicle comprises the energy storage means for storing electrical energy, and the propulsion means that are supplied with energy in an autonomous manner by the energy storage means; - the transport network comprises a plurality of energy exchange zones for exchanging electrical energy, distributed along the route in a non-contiguous manner; - each vehicle comprises the electrical energy exchange means, connected to the energy storage means, and capable of exchanging energy with each energy exchange zone when these energy exchange means are connected with this energy exchange zone.
For example, the public transport network includes a ground-based Static Charging System (SRS), that is known per se.
Such a system makes it possible for vehicles to recharge their energy storage means when they are passing over an energy exchange zone. Such a system provides for the rapid charging of the energy storage means, in particular over a time period of less than 40 seconds. Thus for example, when an energy exchange zone is disposed at a station, the vehicle can re-charge its energy storage means during the boarding and alighting of passengers at this station.
The object of the present invention is in particular to improve such a system, notably by making possible an energy saving, and by enhancing the useful life of the electronic components of the vehicle.
To this end, the object of the invention relates in particular to a public transport network, having at least one route and including at least one public transport vehicle travelling on the route, and in which: - each vehicle comprises the energy storage means for storing electrical energy, and the propulsion means that are supplied with energy in an autonomous manner by the energy storage means; - the transport network comprises a plurality of energy exchange zones for exchanging electrical energy, distributed along the route in a discrete manner; - each vehicle comprises the energy exchange means for exchanging electrical energy, connected to the energy storage means, and capable of exchanging energy with each energy exchange zone when these energy exchange means are connected with this energy exchange zone; characterised in that: - the transport network comprises the determination means that are capable of determining whether each vehicle connected with one of the energy exchange zones has an energy need or an energy surplus; - the energy exchange means of each vehicle are configured so as to ensure that the energy storage means transfer energy to the energy exchange zone when this vehicle is determined to have an energy surplus, in a static manner with a current that is higher than 300 A (ampere), over a discharge time period of less than 40 seconds.
The invention provides for the transfer of the surplus energy from the vehicles to the transport network. This transferred energy can then be stored on the transport network or transmitted to other vehicles in need of energy.
This thus makes it possible to effect better management of energy in the transport network, which provides for an energy savings.
In particular, the surplus energy is no longer stored during waiting periods, in particular periods of in-depot parking, such stored energy being usually lost by way of discharge during these waiting periods.
In addition, the electronic components of the vehicle are less utilised and less stressed during the waiting periods, such that their useful life is increased.
Finally, during maintenance operations on the vehicle, the surplus energy can be supplied to the transport network rather than being lost in the discharge resistors.
The invention additionally also provides for a fast discharge (less than 40 seconds) at a maximal current (greater than 300 A), in a manner so as to enable efficient energy transfer over a short time period, thus avoiding the stopping of the vehicle for very long time periods. It is thus then for example possible to bring about such a discharge in the station, during the boarding and alighting of passengers.
The person skilled in the art will be able to develop and produce such energy transfer means, in particular by drawing on the SRS technology mentioned previously, by allowing for a transfer of energy in both directions. A public transport network according to the invention may further include one or more of the following technical characteristic features, taken into consideration alone or in accordance with any technically feasible combinations. - The energy exchange means of each vehicle are configured so as to ensure that the energy storage means transfer energy to the to the energy exchange zone with a current that is substantially equal to 1600 A. - The energy exchange means of each vehicle are configured so as to ensure that the energy storage means transfer energy to the to the energy exchange zone over a discharge time period that is substantially equal to 20 seconds. - Each energy exchange zone extends over a length in a direction of travel of the vehicles, that is less than or equal to an average length of the vehicles, preferably less than 10 m, more preferably substantially equal to 3 m. - The energy exchange means and the energy exchange zones form a static charging system. - The public transport network comprises the energy distribution means, that are capable of controlling the transmission of energy to any vehicle that is connected to an energy exchange zone and that is determined to be having a need for energy. - The energy distribution means are configured so as to ensure that the energy transmitted to the vehicle in need of energy comes from a vehicle that is connected to an energy exchange zone and that is determined to be having an energy surplus. - The public transport network comprises at least one fixed energy storage unit, connected to the energy exchange zones, and in which the energy distribution means are configured so as to ensure that the energy transmitted to the vehicle in need of energy comes from the fixed energy storage unit. - The determination means are configured so as to predict, at each energy exchange zone, the energy that is required in order to reach the next adjacent energy exchange zone on the route.
The invention also relates to a network management method for managing a public transport network as previously defined above, characterised in that it includes: - when a vehicle is connected to an energy exchange zone, the determination of an energy need or an energy surplus in this vehicle; - in a situation of an energy surplus, the transfer of energy, from the energy storage means of this vehicle, to the energy exchange zone, in a static manner with a current that is higher than 300 A, over a discharge time period of less than 40 seconds.
The invention will be better understood upon reading the description that follows provided purely by way of example and with reference being made to the attached figure, that schematically represent a public transport network according to an exemplary embodiment of the invention.
Represented in the figure, is a public transport network 10, in particular a tramway network.
The transportation network 10 has at least one route 12, over which can be travelling at least one public transport vehicle 14, and preferably a plurality of vehicles 14.
The route 12 is for example embodied in a railway line.
Each vehicle 14 includes the energy storage means 15, and the propulsion means 16 that are supplied with energy in an autonomous manner by the energy storage means 15. Thus, the vehicle 14 is capable of being propelled without the need to be supplied with energy on a continuous basis. The transport network 10 is therefore free of catenary lines, or any other continuous power supply means.
On the other hand, the transport network 10 comprises a plurality of energy exchange zones 18, distributed along the route 12 in a discrete manner, that is to say, in a non-continuous manner. In other words, the energy exchange zones 18 are not contiguous but separated by neutral zones that do not provide for the exchange of energy.
Each energy exchange zone 18 extends, for example, over a length in a direction of travel of the vehicle 14, that is substantially equal to the average length of the vehicles 14, preferably less than or equal to the average length of the vehicles 14.
Advantageously, each energy exchange zone 18 extends over a length in a direction of travel of the vehicles 14, that is less than 10 metres, preferably substantially equal to 3 metres.
Two successive energy exchange zones 18 are, for example spaced apart from each other at a distance that is greater than 100 m.
The energy exchange zones 18 are electrically interconnected to each other by an electrical network 19, in a conventional manner.
Each vehicle 14 is capable of being connected to each energy exchange zone 18, by way of the energy exchange means 20 carried by the vehicle.
The energy exchange means 20 comprise in particular a sensor, that is capable of coming into contact with a compatible element of the energy exchange zone 18. For example, the sensor is a metal blade, and the compatible element is a conductive surface over which the metal blade is intended to pass.
The energy exchange means 20 are capable of exchanging energy with each energy exchange zone 18 when the energy exchange means 20 are connected with this energy exchange zone 18.
The energy exchange means 20 are connected to the energy storage means 15 in a manner known per se.
The energy exchange means 20 are configured so as to ensure that the energy storage means 15 are capable of discharging and transferring energy to the energy exchange zone 18.
For example, the energy exchange means 20 are similar to those used in a ground-based Static Charging System (SRS), that is adapted so as to allow for an exchange of energy in both directions. The person skilled in the art will be able to implement such an adaptation.
By way of a variant, the energy exchange means 20 and the energy exchange zones 18 form a roof-based charging system. In this variant, the energy exchange means 20 include, for example, at least one pantograph and the energy exchange zones 18 are provided with at least one catenary.
More generally any type of in-station charging system can be envisaged.
Thus, in a charging situation, the energy exchange means 20 are capable of capturing the energy from the energy exchange zone 18, in order to transmit it to the energy storage means 15, in a conventional manner, for example in the same manner as in a conventional SRS.
In contrast, in a discharge situation, the energy exchange means 20 are capable of transmitting the energy from the energy storage means 15, in order to transmit it to the energy exchange zone 18.
In either one of the situations, the electrical energy is transmitted in a static manner with a current higher than 300 A, over a time period of less than 40 seconds.
Preferably, the electrical energy is transmitted in a static manner with a current that is substantially equal to 1600A.
Preferably, the electrical energy is transmitted over a time period that is substantially equal to 20 seconds.
Therefore, an efficient energy transfer over a short time period is thus made possible, thereby avoiding the vehicle from being stopped for too long a time. It is thus then for example possible to bring about such a discharge in the station during the boarding and alighting of passengers.
It is to be noted that the transport network 10 comprises the determination means 22, that are capable of determining whether each vehicle 14 connected with one of the energy exchange zones 18 has an energy need or an energy surplus.
The determination means 22 are for example fixed and capable of transmitting to each vehicle 14 the state of energy need or energy surplus thereof.
By way of a variant, each vehicle 14 carries the determination means 22 that are specific thereto.
The determination means 22 are configured so as to predict, at each energy exchange zone 18, the energy that is required in order to reach the next adjacent energy exchange zone 18 on the route. For example, if the route includes ascents between energy exchange zones 18, the energy need will be quite significant. On the contrary, if the route includes more descents between energy exchange zones 18, the energy need will be low, and may involve a surplus of energy.
It is to be noted that the surplus energy is in particular the energy recovered from braking by conventional means, by using the motors as a generator during braking.
When it arrives at an energy exchange zone 18, a vehicle 14 in need of energy will be placed in a charging situation (vehicle shown on the right in the figure), and a vehicle 14 with an energy surplus will be placed in a discharge situation (vehicle shown on the left in the figure).
For example, the energy transferred by the vehicle 14 having the energy surplus is transmitted directly to the vehicle 14 in need of energy through the electrical power network 19, provided that they are each connected at the same time to a respective energy exchange zone 18.
Advantageously, the electrical power network 19 includes at least one fixed energy storage unit 24, connected to the energy exchange zones 18, that is intended for storing the energy transferred by each vehicle 14 having an energy surplus. Thus, it is possible to store electrical energy originating from a vehicle having an energy surplus, to be transmitted to a vehicle in need of energy, when this vehicle in need of energy is not connected to an energy exchange zone 18 at the same time as the vehicle having an energy surplus.
The determination means 22 are advantageously linked to the energy distribution means 26, that make it possible to manage the energy transmissions in the transport network 10. Thus, the distribution means 26 are capable of controlling a transmission of energy to any vehicle 14 that is connected to an energy exchange zone 18 and that is determined to be having a need for energy.
The energy distribution means 26 are configured so as to ensure that the energy being transmitted to the vehicle 14 in need of energy is originating from a vehicle that is connected to another energy exchange zone 18 and that is determined to be having an energy surplus, or to ensure that the energy being transmitted to the vehicle 14 in need of energy is originating from the fixed energy storage unit 24.
The transport network 10 may further also include various electrical equipment units 28, which are thus then advantageously supplied with energy by the electrical power network 19, thus in certain cases by the energy supplied by the vehicles having an energy surplus.
The energy supplied by the vehicles having an energy surplus can also be used to stabilise the electrical power network 19. For this purpose, the energy storage means 15 of each vehicle form stabilisers when they are connected to the energy exchange zones 18.
The public transport network 10 according to the invention is managed by a network management method that will be described below.
When a vehicle 14 is connected to an energy exchange zone 18, the method provides for the determination of an energy need or an energy surplus in this vehicle 14.
This determination depends mainly on the energy required in order to reach the next adjacent energy exchange zone on the route 12.
In situations of surplus energy, the energy is transferred, from the energy storage means 15 of the concerned vehicle 14, to the energy exchange zone 18 in a static manner with a current that is higher than 300 A, over a discharge time period of less than 40 seconds.
This energy is then stored in the fixed energy storage unit 24, or transferred to a vehicle in need of energy that is connected at the same time to another energy exchange zone 18.
In situations of energy need, the energy is supplied, from the energy exchange zone 18 to the energy storage means 15 of this vehicle. This energy originates from the fixed energy storage unit 24, or from a vehicle having an energy surplus that is connected at the same time to another energy exchange zone 18.
Throughout this specification and the claims which follow, unless the context requires otherwise, the word "comprise", and variations such as "comprises" and "comprising", will be understood to imply the inclusion of a stated integer or step or group of integers or steps but not the exclusion of any other integer or step or group of integers or steps.
The reference in this specification to any prior publication (or information derived from it), or to any matter which is known, is not, and should not be taken as an acknowledgment or admission or any form of suggestion that that prior publication (or information derived from it) or known matter forms part of the common general knowledge in the field of endeavor to which this specification relates.

Claims (10)

  1. THE CLAIMS DEFINING THE INVENTION ARE AS FOLLOWS:
    1. A public transport network, having at least one route and including at least one public transport vehicle travelling on the route, and in which: - each vehicle comprises energy storage means for storing electrical energy, and propulsion means that are supplied with energy in an autonomous manner by the energy storage means; - the transport network comprises a plurality of energy exchange zones for exchanging electrical energy, distributed along the route in a discrete manner; - each vehicle comprises energy exchange means for exchanging electrical energy, connected to the energy storage means, and capable of exchanging energy with each energy exchange zone when these energy exchange means are connected with this energy exchange zone, wherein: - the transport network comprises determination means that are capable of determining whether each vehicle connected with one of the energy exchange zones has an energy need or an energy surplus; - the energy exchange means of each vehicle are configured so as to ensure that the energy storage means transfer energy to the energy exchange zone when this vehicle is determined to have a surplus of energy, in a static manner with a current that is higher than 300 A, over a discharge time period of less than 40 seconds.
  2. 2. A public transport network according to claim 1, in which the energy exchange means of each vehicle are configured so as to ensure that the energy storage means transfer energy to the energy exchange zone with a current that is substantially equal to 1600 A.
  3. 3. A public transport network according to claims 1 or 2, in which the energy exchange means of each vehicle are configured so as to ensure that the energy storage means transfer energy to the energy exchange zone over a discharge time period that is substantially equal to 20 seconds.
  4. 4. A public transport network according to any one of the preceding claims, in which each energy exchange zone extends over a length in a direction of travel of the vehicles that is less than or equal to an average length of the vehicles, preferably less than 10 m, more preferably substantially equal to 3 m.
  5. 5. A public transport network according to any one of the preceding claims, in which the energy exchange means and the energy exchange zones form a static charging system.
  6. 6. A public transport network according to any one of the preceding claims, comprising the energy distribution means, that are capable of controlling the transmission of energy to any vehicle that is connected to an energy exchange zone and that is determined to be having a need for energy.
  7. 7. A public transport network according to claim 6, in which the energy distribution means are configured so as to ensure that the energy transmitted to the vehicle in need of energy comes from a vehicle that is connected to an energy exchange zone and that is determined to be having an energy surplus.
  8. 8. A public transport network according to claims 6 or 7, comprising at least one fixed energy storage unit connected to the energy exchange zones, and in which the energy distribution means are configured so as to ensure that the energy transmitted to the vehicle in need of energy comes from the fixed energy storage unit.
  9. 9. A public transport network according to any one of the preceding claims, in which the determination means are configured so as to predict, at each energy exchange zone, the energy that is required in order to reach the next adjacent energy exchange zone on the route.
  10. 10. A network management method for managing a public transport network according to any one of the preceding claims, wherein it includes: - when a vehicle is connected to an energy exchange zone, the determination of an energy need or an energy surplus in this vehicle; - in a situation of an energy surplus, the transfer of energy, from the energy storage means of this vehicle to the energy exchange zone, in a static manner with a current that is higher than 300 A, over a discharge time period of less than 40 seconds.
AU2017228565A 2016-09-15 2017-09-12 A public transport network with an optimised management of electric energy Abandoned AU2017228565A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1658633 2016-09-15
FR1658633A FR3055840B1 (en) 2016-09-15 2016-09-15 PUBLIC TRANSPORT NETWORK WITH OPTIMIZED ELECTRIC POWER MANAGEMENT

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AU2017228565A1 true AU2017228565A1 (en) 2018-03-29

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EP (1) EP3296145B1 (en)
AU (1) AU2017228565A1 (en)
ES (1) ES2928665T3 (en)
FR (1) FR3055840B1 (en)
PL (1) PL3296145T3 (en)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102022105792A1 (en) * 2022-03-11 2023-09-14 NETINERA Deutschland GmbH Method for controlling the charging and/or discharging of accumulators in a fleet of rail vehicles

Family Cites Families (6)

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Publication number Priority date Publication date Assignee Title
US3955657A (en) * 1974-02-15 1976-05-11 Oscar Bossi Electric traction transportation system with storage battery powered vehicles and fast recharge at the vehicle stops
FR2819759B1 (en) * 2001-01-24 2003-05-23 Alstom POWER SUPPLY SYSTEM FOR AN ELECTRICALLY DRIVEN VEHICLE
WO2011139675A1 (en) * 2010-04-26 2011-11-10 Proterra Inc Fast charge stations for electric vehicles in areas with limited power availabilty
DE102011076787A1 (en) * 2011-05-31 2012-12-06 Siemens Ag power supply
US9718371B2 (en) * 2011-06-30 2017-08-01 International Business Machines Corporation Recharging of battery electric vehicles on a smart electrical grid system
US20150027837A1 (en) * 2013-07-29 2015-01-29 Electro-Motive Diesel, Inc. Rail system having an energy exchange station

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Publication number Publication date
ES2928665T3 (en) 2022-11-21
FR3055840A1 (en) 2018-03-16
PL3296145T3 (en) 2022-12-05
FR3055840B1 (en) 2018-10-05
EP3296145A1 (en) 2018-03-21
EP3296145B1 (en) 2022-08-03

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MK1 Application lapsed section 142(2)(a) - no request for examination in relevant period