US3728596A - Plural motor slip-controlled driving means for traction purposes - Google Patents
Plural motor slip-controlled driving means for traction purposes Download PDFInfo
- Publication number
- US3728596A US3728596A US00121977A US3728596DA US3728596A US 3728596 A US3728596 A US 3728596A US 00121977 A US00121977 A US 00121977A US 3728596D A US3728596D A US 3728596DA US 3728596 A US3728596 A US 3728596A
- Authority
- US
- United States
- Prior art keywords
- value
- motor
- current
- transmitter
- output
- 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.)
- Expired - Lifetime
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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
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/10—Indicating wheel slip ; Correction of wheel slip
-
- 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
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
Definitions
- ABSTRACT A slip controlled driving means for traction purposes includes a plurality of direct current motors connected to various wheel shafts. They are provided with control rectifiers forming valve control systems to control the motor current. The rectifiers respond to a first reference value supplied to the system by a first reference value transducer, a current transducer for the rotor current and a tachometer for each motor. A minimum selector is provided to compare the output values of all the tachometers and to pick out the lowest one. A reference value transducer can be set for the permissible difference between a certain motor speed and the speed of the motor rotating at the lowest speed.
- a summation device produces the sum of the lowest tachometer value and this difference reference, and a plurality of comparison devices are each connected to a tachometer and arranged to produce the positive difference between the output value of one tachometer and such sum.
- This positive difference is supplied to each of the control systems in such a way as to reduce the driving current of the mo- I01.
- the present invention relates to a slip-controlled driving means for traction purposes comprising a plurality of direct current motors connected to various wheel shafts, the motors together with the controlled rectifiers comprising individual control systems to control the motor current in dependence on a first reference value supplied to the system by means of a first reference-value transducer, a current transducer for the rotor current and a tachometer being arranged for each motor.
- the present invention is an improvement of the above-mentioned system in that the fact is taken into consideration that considerable differences in adhesion conditions may arise at the various wheels.
- the regulating system of the known device reacts by increasing the speed ofa motor having poorer adhesion, which is done by a reduction of the excitation current of this motor.
- FIG. 1 of the accompanying drawings shows an example of adhesion curves for two wheels for example on a locomotive.
- Curve A corresponds to a wheel having relatively good adhesion and curve B to a wheel with poorer adhesion.
- Each curve shows the transferable torque M as a function of the over-speed A n.
- the over-speed A n is defined as the difference between the speed of a wheel and the speed the wheel would have had at the same speed of the locomotive if slipping had been equal to zero.
- control is carried out in such a way that load points belonging together lie on a horizontal line. This means that maximum adhesion of the wheel pair operating with poorest adhesion also provides the upper limit of useful adhesion of the wheel pair having better adhesion.
- the means includes a minimum selector which is arranged to compare the output values of all the tachometers and pick out the lowest of these, a reference-value transducer to set the permissible difference between a certain motor speed and the speed of the motor rotating at the slowest speed, a summation device to produce the sum of said lowest tachometer value and said difference reference, and a plurality of comparison devices, each connected to a tachometer and arranged to produce the positive difference between the output value of one tachometer and said sum, whereupon such positive differences are supplied to each of said first control systems with a reducing action on said first reference value.
- FIG. 1 shows adhesion curves
- FIG. 2 shows one embodiment of the invention
- FIGS. 2a and 2b show details of FIG. 2;
- FIG. 3 shows another modification of the invention
- FIGS. 3a and 3b show details of FIG. 3;
- FIG 4 shows a minimum selector
- the device shown in FIG. 2 is individually controlled in the rotor circuits of the motors and that shown in FIG. 3 has individual control of the field currents of the motors.
- l designates direct current motors.
- the motors receive armature current from individual controlled rectifiers 10 connected to a network not shown in the drawing, each rectifier constituting, together with an amplifier 12, forming a comparison device 13 and a transducer 3, a part of a closed control system to regulate the motor current.
- the motors l are provided with individual tachometer-generators 4 and these are connected to the minimum value selector 5 which picks out the signal from the motor rotating most slowly and gives this to the summation device 7 and comparison device 14, which also receive the output values from the reference value transducers 6 and 2, respectively.
- 15, 16 and 17 are amplifiers intended for amplification of the output values from the devices 7, 8 and 14.
- the reference. value to the device 13 is delivered only from the amplifier 17, which means that the motors divide the load equally. If thelimit for transferrable torque is then approached, motors having different adhesion ability .tend to deviate from each other in speed. The greatest permissible difference between the speed of one motor and that of the slowest rotating motor is set on the difference value transducer 6.
- the output magnitude from the-amplifier 16 is equal to zero, but, when the motor runs so fast that the above relation ceases, the amplifier l6 delivers an output value which is supplied to the device 13 where it counteracts the reference value delivered by the amplifier 17, which means a reduction of the desired value for the rotor current of the corresponding motor, and such a great reduction of the slipping of the wheel pair operating with lowest adhesion, therefore, that the difference between the highest and lowest motor speed lies below the permissible value.
- the driving means shown in FIG. 2 can also be constructed with separately excited motors.
- the motors receive their energy supply from a common rectifier connected to a network not shown in the drawing, for example a controlled rectifier 20.
- the designations l, 3, 4, 5, 6, 7, 8,15 have the same meaning as in FIG. 2.
- Each motor 1 is provided with a separately excited fieldwinding 1s.
- the field winding is fed by a converter 10a connected to-the network, and controlled by a regulator including an amplifier 21.
- the amplifier 21 is connected by its input side to the difference device 22 which is arranged to be supplied with an actual value from a field current transducer 11.
- the reference value of the field current is composed of the output value from the reference value transducer 9 and the output value from the amplifier 23, the input side of which is supplied with the difference between an actual value from the rotor current transducer 3 and a value corresponding to the difference between the greatest rotor current and the maximum permitted rotor current difference, the latter being set by means of the difference reference device 29.
- the greatest rotor current that is the rotor current of the most heavily loaded motor, is selected by means of a maximum value selector 25 and supplied to a difference device 27 connected to an amplifier 26.
- the output value from the amplifier 26' is compared in the device 24 with a value which corresponds to the rotor current of the motor in question and, if the rotor current of the motor is lower than permitted, the amplifier 23 is activated in such a way that the output magnitude delivered to the device 22 counteracts the reference value delivered by the reference value emitter 9, which means that the excitation current in the field winding 1,, is reduced until the desired load-distribution is obtained.
- the amplifier 23 (as is clear from the static characteristic drawn in in graphic symbol) is normally limited so that it cannot increase the field current. While the combination of a device 23 and a device 24 provides a load-regulator, a difference device 8 in combination with an amplifier 28 provides a slipping regulator.
- the output magnitude from the amplifier 28 will be equal to zero.
- the slipping regulator (8, 28) gives an output signal which controls the load regulator (24, 23) in a direction to increase the field current for the motor which is rotating too fast, while at the same time the limitation of the load regulator (24, 23) is altered (the dotted curve in the symbol instead of the unbroken curve) in such a way that a field increase is permitted.
- the control magnitude from the amplifier 28 of the slipping regulator then strongly dominates over the magnitude from the amplifier 26, since the amplifier 28 has relatively strong amplification.
- FIG. 4 shows in detail a minimum selector 5 intended to select the smallest of two negative voltages as absolute value, and which comprises the diodes d and d and also the resistor R. If the voltages U U which are connected to the anodes of the two diodes d and d2 are different in size, the output signal U will be approximately the same size as the smallest in quantity of the voltages U and U In FIGS. 2 and 3 the number of driving motors con-- nectedin parallel is two. An expert can without difficulty modify the drawings shown to suit a greater number of motors connected in parallel.
- a value can be used which is an expression for theabsolute speed of the vehicle driven by the traction means.
- a value can be obtained, for example by means of a speed measuring radar device utilizing the Doppler-effect.
- FIGS. 2a and 2b show details of FIG. 2 and FIGS. 3a and 3b details of FIG. 3.
- the frames 34 and 35 show each a combination of a device 16 and a device 8 and the frame 36 shows a combination of the devices 7 and 15. Further the frame 33 shows a combination of a device 23 and a device 24.
- FIGS. 2b and 3b the components are designated as follows: 1 58 resistors, 59 capacitors, 71 78 rectifiers, 79 82 amplifiers.
- a combination of the devices 17 and 14 gives the same picture as that within the frame 34 except that the rectifier shown in 35 is left out.
- the combinations (21+ 22) and (I2 13) differ from (17 14) only in that they have an extra input terminal connected to the negative terminal of the amplifier through an extra resistor.
- Slip-controlled drive means for traction purposes comprising a plurality of direct current motors (1), means to supply control quantities of current to said motors comprising for each motor a control system including a controlled rectifier (10,10a), a first reference-value transmitter (2,9), to supply a first reference value, a current transducer (3) for the rotor current and a tachometer (4) connected to each motor, a minimum value selector (5) connected to the outputs of the tachometers to select the lowest of their outputs, a second reference-value transmitter (6) to set a predetermined permissible difference between the speed of any motor and the speed value corresponding to the output of said minimum value selector, a summation device (7) connected to the outputs of said second reference-value transmitter and said minimum value selector to produce the sum of said lowest tachometer value and said difference, a plurality of comparison devices (8) each connected to the output of one of said tachometers and to the output of said summation device and including means to produce a positive difference between
- Driving means which includes a maximum value selector (25) connected to the current transducers and including means to select the highest transducer value, a third reference-value transmitter (29) for the permissible difference between the greatest and smallest rotor currents, a subtracting device (27) connected to the outputs of said maximum value selector and said third reference-value transmitter, said subtracting device including means to produce the difference between said highest current transmitter value and said reference-value transmitter value, and means to supply the output of said subtract ing device to said control systems.
- Driving means in which said converters (l0) supply excitation current to the field windings of each motor, and in which said first reference-value transmitters are responsive to the field current, and further including a field current transmitter (11) and a comparison device (22) including means to compare the output value of said field current transmitters, and an amplifier connected to each converter and means to supply the output value of said comparison device to said amplifiers to control the converter.
- Slip-controlled drive means for traction purposes comprising a plurality of direct current motors (1), means to supply control quantities of current to said motors comprising for each motor a control system including a controlled rectifier (10,10a), a first reference-value transmitter (2,9), to supply a first reference value, a current transmitter (3) for the rotor current and a tachometer (4) connected to each motor, a vehicle speed transmitter (5), a second referencevalue transmitter (6) to set a predetermined permissible difference between the pre-determined motor speed of any motor and the speed value corresponding to the output of said minimum value selector, a summation device (7) connected to the outputs of said second reference-value transmitter and said vehicle speed transmitter to produce the sum of said lowest tachometer value and said vehicle speed transmitter output, a
- each comparison device each connected to the output of one of said tachometers and to the output of said summation device and including means to produce a positive difference between the output value of each tachometer and said sum, and devices one connected between each such comparison device and the motor whose tachometer is connected thereto responsive to a value of such positive difference above a given value to supply such positive difference to the control system of such motor to reduce the rotor current thereof.
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- Engineering & Computer Science (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Control Of Multiple Motors (AREA)
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
SE3001/70A SE342587B (de) | 1970-03-06 | 1970-03-06 |
Publications (1)
Publication Number | Publication Date |
---|---|
US3728596A true US3728596A (en) | 1973-04-17 |
Family
ID=20261180
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US00121977A Expired - Lifetime US3728596A (en) | 1970-03-06 | 1971-03-08 | Plural motor slip-controlled driving means for traction purposes |
Country Status (7)
Country | Link |
---|---|
US (1) | US3728596A (de) |
AT (1) | AT305442B (de) |
CA (1) | CA961955A (de) |
CH (1) | CH529648A (de) |
DE (1) | DE2110362B2 (de) |
RO (1) | RO61613A (de) |
SE (1) | SE342587B (de) |
Cited By (26)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3870935A (en) * | 1971-08-06 | 1975-03-11 | Linde Ag | Vehicle drive with two electric motors |
US3982164A (en) * | 1974-12-18 | 1976-09-21 | General Motors Corporation | Locomotive wheel slip control |
US3997822A (en) * | 1974-12-18 | 1976-12-14 | General Motors Corporation | Method of controlling locomotive wheel slip |
US4051415A (en) * | 1975-03-05 | 1977-09-27 | Braemar Computer Devices, Inc. | Web speed control system |
US4075538A (en) * | 1976-05-19 | 1978-02-21 | General Electric Company | Adaptive acceleration responsive system |
FR2404546A1 (fr) * | 1977-09-30 | 1979-04-27 | Hitachi Ltd | Appareil de commande pour materiel ferroviaire roulant electrique |
US4308489A (en) * | 1978-02-09 | 1981-12-29 | Dresser Industries, Inc. | Method and apparatus for coordinating the speeds of motions |
US4334175A (en) * | 1978-07-03 | 1982-06-08 | Tokyo Shibaura Denki Kabushiki Kaisha | Digital speed control method and apparatus |
US4392091A (en) * | 1981-09-02 | 1983-07-05 | Westinghouse Electric Corp. | Vehicle propulsion control apparatus and method |
US4896090A (en) * | 1988-10-31 | 1990-01-23 | General Electric Company | Locomotive wheelslip control system |
US5049798A (en) * | 1990-03-13 | 1991-09-17 | Harris Graphics Corporation | Control apparatus |
US5463550A (en) * | 1991-10-25 | 1995-10-31 | Aeg Westinghouse Transport-Systeme Gmbh | Driving and braking control of vehicles equipped with a plurality of single wheel drive and brake modules |
US20050024001A1 (en) * | 2002-02-27 | 2005-02-03 | Donnelly Frank Wegner | Method for monitoring and controlling traction motors in locomotives |
US20050189886A1 (en) * | 2004-02-17 | 2005-09-01 | Railpower Technologies Corp. | Predicting wheel slip and skid in a locomotive |
US20050251299A1 (en) * | 2004-03-30 | 2005-11-10 | Railpower Technologies Corp. | Emission management for a hybrid locomotive |
US20050269995A1 (en) * | 2004-05-17 | 2005-12-08 | Railpower Technologies Corp. | Design of a Large battery pack for a hybrid locomotive |
US20050279242A1 (en) * | 2004-03-01 | 2005-12-22 | Railpower Technologies Corp. | Cabless hybrid locomotive |
US20060061307A1 (en) * | 2004-08-09 | 2006-03-23 | Donnelly Frank W | Locomotive power train architecture |
US20060076171A1 (en) * | 2004-08-09 | 2006-04-13 | Donnelly Frank W | Regenerative braking methods for a hybrid locomotive |
US20060091832A1 (en) * | 2004-09-03 | 2006-05-04 | Donnelly Frank W | Multiple engine locomotive configuration |
US20060146454A1 (en) * | 2002-11-05 | 2006-07-06 | Donnelly Frank W | Direct turbogenerator |
US20060266256A1 (en) * | 2005-04-25 | 2006-11-30 | Railpower Technologies Corp. | Multiple prime power source locomotive control |
US20070144804A1 (en) * | 2005-10-19 | 2007-06-28 | Railpower Technologies, Corp. | Design of a large low maintenance battery pack for a hybrid locomotive |
US20080059112A1 (en) * | 2006-08-31 | 2008-03-06 | National Railway Equipment Co. | Adhesion control system for off-highway vehicle |
US20080288132A1 (en) * | 2007-05-16 | 2008-11-20 | General Electric Company | Method of operating vehicle and associated system |
US20130103225A1 (en) * | 2011-10-19 | 2013-04-25 | Lsis Co., Ltd. | Train speed measuring device and method |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CA1197597A (en) * | 1982-03-11 | 1985-12-03 | John A.I. Young | Wheel slip control using differential signal |
US4686434A (en) * | 1985-03-14 | 1987-08-11 | Mitsubishi Denki Kabushiki Kaisha | Electric vehicle monitoring system |
AT400699B (de) * | 1992-04-27 | 1996-02-26 | Elin Energieanwendung | Antriebsanordnung für ein schienenfahrzeug |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2652555A (en) * | 1952-11-28 | 1953-09-15 | Gen Electric | Wheel slip protective system |
US3210630A (en) * | 1963-03-15 | 1965-10-05 | Gen Electric | Plural motor drive with differential and synchronous slip control |
US3577048A (en) * | 1967-12-27 | 1971-05-04 | Asea Ab | Plural motor antislip drive control |
-
1970
- 1970-03-06 SE SE3001/70A patent/SE342587B/xx unknown
-
1971
- 1971-03-03 CH CH313071A patent/CH529648A/de not_active IP Right Cessation
- 1971-03-04 AT AT188071A patent/AT305442B/de not_active IP Right Cessation
- 1971-03-04 DE DE19712110362 patent/DE2110362B2/de active Pending
- 1971-03-06 RO RO7100066170A patent/RO61613A/ro unknown
- 1971-03-08 CA CA107,169A patent/CA961955A/en not_active Expired
- 1971-03-08 US US00121977A patent/US3728596A/en not_active Expired - Lifetime
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2652555A (en) * | 1952-11-28 | 1953-09-15 | Gen Electric | Wheel slip protective system |
US3210630A (en) * | 1963-03-15 | 1965-10-05 | Gen Electric | Plural motor drive with differential and synchronous slip control |
US3577048A (en) * | 1967-12-27 | 1971-05-04 | Asea Ab | Plural motor antislip drive control |
Cited By (46)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3870935A (en) * | 1971-08-06 | 1975-03-11 | Linde Ag | Vehicle drive with two electric motors |
US3982164A (en) * | 1974-12-18 | 1976-09-21 | General Motors Corporation | Locomotive wheel slip control |
US3997822A (en) * | 1974-12-18 | 1976-12-14 | General Motors Corporation | Method of controlling locomotive wheel slip |
US4051415A (en) * | 1975-03-05 | 1977-09-27 | Braemar Computer Devices, Inc. | Web speed control system |
US4075538A (en) * | 1976-05-19 | 1978-02-21 | General Electric Company | Adaptive acceleration responsive system |
FR2404546A1 (fr) * | 1977-09-30 | 1979-04-27 | Hitachi Ltd | Appareil de commande pour materiel ferroviaire roulant electrique |
US4308489A (en) * | 1978-02-09 | 1981-12-29 | Dresser Industries, Inc. | Method and apparatus for coordinating the speeds of motions |
US4334175A (en) * | 1978-07-03 | 1982-06-08 | Tokyo Shibaura Denki Kabushiki Kaisha | Digital speed control method and apparatus |
US4392091A (en) * | 1981-09-02 | 1983-07-05 | Westinghouse Electric Corp. | Vehicle propulsion control apparatus and method |
US4896090A (en) * | 1988-10-31 | 1990-01-23 | General Electric Company | Locomotive wheelslip control system |
US5049798A (en) * | 1990-03-13 | 1991-09-17 | Harris Graphics Corporation | Control apparatus |
US5463550A (en) * | 1991-10-25 | 1995-10-31 | Aeg Westinghouse Transport-Systeme Gmbh | Driving and braking control of vehicles equipped with a plurality of single wheel drive and brake modules |
US20050024001A1 (en) * | 2002-02-27 | 2005-02-03 | Donnelly Frank Wegner | Method for monitoring and controlling traction motors in locomotives |
US20050264245A1 (en) * | 2002-02-27 | 2005-12-01 | Railpower Technologies Corp. | Method for monitoring and controlling traction motors in locomotives |
US6984946B2 (en) * | 2002-02-27 | 2006-01-10 | Railpower Technologies Corp. | Method for monitoring and controlling traction motors in locomotives |
US20060146454A1 (en) * | 2002-11-05 | 2006-07-06 | Donnelly Frank W | Direct turbogenerator |
US20050189886A1 (en) * | 2004-02-17 | 2005-09-01 | Railpower Technologies Corp. | Predicting wheel slip and skid in a locomotive |
US20050206230A1 (en) * | 2004-02-17 | 2005-09-22 | Railpower Technologies Corp. | Managing wheel slip in a locomotive |
US7467830B2 (en) | 2004-02-17 | 2008-12-23 | Railpower Technologies Corp. | Managing wheel slip in a locomotive |
US7064507B2 (en) | 2004-02-17 | 2006-06-20 | Railpower Technologies Corp. | Managing wheel skid in a locomotive |
US7084602B2 (en) | 2004-02-17 | 2006-08-01 | Railpower Technologies Corp. | Predicting wheel slip and skid in a locomotive |
US20050279242A1 (en) * | 2004-03-01 | 2005-12-22 | Railpower Technologies Corp. | Cabless hybrid locomotive |
US7349797B2 (en) | 2004-03-30 | 2008-03-25 | Railpower Technologies Corp | Emission management for a hybrid locomotive |
US20050251299A1 (en) * | 2004-03-30 | 2005-11-10 | Railpower Technologies Corp. | Emission management for a hybrid locomotive |
US20050269995A1 (en) * | 2004-05-17 | 2005-12-08 | Railpower Technologies Corp. | Design of a Large battery pack for a hybrid locomotive |
US20060012334A1 (en) * | 2004-05-17 | 2006-01-19 | Railpower Technologies Corp. | Automated battery cell shunt bypass |
US7507500B2 (en) | 2004-05-17 | 2009-03-24 | Railpower Technologies Corp. | Design of a large battery pack for a hybrid locomotive |
US20060076171A1 (en) * | 2004-08-09 | 2006-04-13 | Donnelly Frank W | Regenerative braking methods for a hybrid locomotive |
US20060061307A1 (en) * | 2004-08-09 | 2006-03-23 | Donnelly Frank W | Locomotive power train architecture |
US7940016B2 (en) | 2004-08-09 | 2011-05-10 | Railpower, Llc | Regenerative braking methods for a hybrid locomotive |
US7304445B2 (en) | 2004-08-09 | 2007-12-04 | Railpower Technologies Corp. | Locomotive power train architecture |
US20060091832A1 (en) * | 2004-09-03 | 2006-05-04 | Donnelly Frank W | Multiple engine locomotive configuration |
US7565867B2 (en) | 2004-09-03 | 2009-07-28 | Frank Wegner Donnelly | Multiple engine locomotive configuration |
US20060266044A1 (en) * | 2005-04-25 | 2006-11-30 | Frank Donnelly | Alternator boost method |
US7309929B2 (en) | 2005-04-25 | 2007-12-18 | Railpower Technologies Corporation | Locomotive engine start method |
US7514807B2 (en) | 2005-04-25 | 2009-04-07 | Railpower Technologies Corp. | Alternator boost method |
US7518254B2 (en) | 2005-04-25 | 2009-04-14 | Railpower Technologies Corporation | Multiple prime power source locomotive control |
US20060266256A1 (en) * | 2005-04-25 | 2006-11-30 | Railpower Technologies Corp. | Multiple prime power source locomotive control |
US20070144804A1 (en) * | 2005-10-19 | 2007-06-28 | Railpower Technologies, Corp. | Design of a large low maintenance battery pack for a hybrid locomotive |
US7661370B2 (en) | 2005-10-19 | 2010-02-16 | Railpower, Llc | Design of a large low maintenance battery pack for a hybrid locomotive |
US20080059112A1 (en) * | 2006-08-31 | 2008-03-06 | National Railway Equipment Co. | Adhesion control system for off-highway vehicle |
US7778747B2 (en) | 2006-08-31 | 2010-08-17 | National Railway Equipment Co. | Adhesion control system for off-highway vehicle |
US20080288132A1 (en) * | 2007-05-16 | 2008-11-20 | General Electric Company | Method of operating vehicle and associated system |
US9248825B2 (en) | 2007-05-16 | 2016-02-02 | General Electric Company | Method of operating vehicle and associated system |
US20130103225A1 (en) * | 2011-10-19 | 2013-04-25 | Lsis Co., Ltd. | Train speed measuring device and method |
US9102239B2 (en) * | 2011-10-19 | 2015-08-11 | Lsis Co., Ltd. | Train speed measuring device and method |
Also Published As
Publication number | Publication date |
---|---|
DE2110362A1 (de) | 1971-09-09 |
RO61613A (de) | 1977-01-15 |
DE2110362B2 (de) | 1973-04-05 |
AT305442B (de) | 1973-02-26 |
CA961955A (en) | 1975-01-28 |
SE342587B (de) | 1972-02-14 |
CH529648A (de) | 1972-10-31 |
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