WO2005084335A2 - Locomotive hybride sans cabine - Google Patents

Locomotive hybride sans cabine Download PDF

Info

Publication number
WO2005084335A2
WO2005084335A2 PCT/US2005/006740 US2005006740W WO2005084335A2 WO 2005084335 A2 WO2005084335 A2 WO 2005084335A2 US 2005006740 W US2005006740 W US 2005006740W WO 2005084335 A2 WO2005084335 A2 WO 2005084335A2
Authority
WO
WIPO (PCT)
Prior art keywords
locomotive
storage unit
energy
energy storage
consist
Prior art date
Application number
PCT/US2005/006740
Other languages
English (en)
Other versions
WO2005084335A3 (fr
Inventor
James E. Maier
Frank Wegner Donnelly
Anthony Maciulewicz
Douglas W. Swartz
Original Assignee
Railpower Technologies Corp.
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 Railpower Technologies Corp. filed Critical Railpower Technologies Corp.
Publication of WO2005084335A2 publication Critical patent/WO2005084335A2/fr
Publication of WO2005084335A3 publication Critical patent/WO2005084335A3/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C3/00—Electric locomotives or railcars
    • B61C3/02—Electric locomotives or railcars with electric accumulators
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles
    • B60L15/34—Control or regulation of multiple-unit electrically-propelled vehicles with human control of a setting device
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles
    • B60L15/34—Control or regulation of multiple-unit electrically-propelled vehicles with human control of a setting device
    • B60L15/36—Control or regulation of multiple-unit electrically-propelled vehicles with human control of a setting device with automatic control superimposed, e.g. to prevent excessive motor current
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/30—Electric propulsion with power supplied within the vehicle using propulsion power stored mechanically, e.g. in fly-wheels
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/53—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells in combination with an external power supply, e.g. from overhead contact lines
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/66—Arrangements of batteries
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/02—Dynamic electric resistor braking
    • B60L7/04—Dynamic electric resistor braking for vehicles propelled by dc motors
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/02—Dynamic electric resistor braking
    • B60L7/06—Dynamic electric resistor braking for vehicles propelled by ac motors
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/12—Dynamic electric regenerative braking for vehicles propelled by dc motors
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/22—Dynamic electric resistor braking, combined with dynamic electric regenerative braking
    • 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
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • 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
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/10—Electrical machine types
    • B60L2220/12—Induction machines
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/10—Electrical machine types
    • B60L2220/20—DC electrical machines
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/44—Wheel Hub motors, i.e. integrated in the wheel hub
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/28—Four wheel or all wheel drive
    • 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
    • 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
    • Y02T10/62—Hybrid 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells
    • 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]

Definitions

  • the present invention relates generally to a cabless hybrid locomotive which is suitable for augmenting other locomotives as part of a locomotive consist or acting as an independent locomotive in a variety of other applications.
  • BACKGROUND Conventional stand-alone locomotives have output power typically ranging from approximately 300 horsepower (for example, locomotives used in mining and tunneling) to 6,000 horsepower (for example, locomotives for long haul cross-country freight trains), h many applications, especially if there are significant grades along the route, a number of conventional locomotives may be used in a consist to haul a large train of a few to over a hundred cars. Alternately, a consist may be composed of B-unit locomotives (a conventional locomotive without a functional cab) controlled by the crew of the lead or A-unit locomotive.
  • Another multi-locomotive configuration might be comprised of conventional diesel locomotives and one or more slugs.
  • a slug is a cabless locomotive that contains traction motors but has no integral prime power supply, receiving its power from another locomotive called the mother. Slugs are usually constructed from old conventional locomotives which have their cabs removed. The deactivated diesel engines may be left in place or replaced by inert ballast to maintain sufficient weight over the wheels for proper traction. Conventional railroad locomotives are typically powered by diesel-electric systems or by diesel-hydraulic systems. It is known that a hybrid locomotive or a hybrid locomotive/tender car combination can be used to capture and store energy that is otherwise wasted by incorporating an energy storage system (battery pack, capacitor bank, flywheel assemblies or combinations of these systems).
  • an energy storage system battery pack, capacitor bank, flywheel assemblies or combinations of these systems.
  • the energy storage system may be charged by an on-board engine, by another hybrid or conventional locomotive in the consist, by a regenerative braking system or by an external source.
  • the stored energy may be used to power the traction motors of the energy storage car or the traction motors of other operative members of the consist.
  • US 6,408,766 discloses an auxiliary tender car for locomotives which stores significant quantities of fuel and delivers the fuel to the locomotives while underway.
  • the tender also includes traction motor drive axles but does not have its own power source.
  • the traction motors of the tender car are powered by the locomotive and may also capable of providing dynamic braking.
  • the auxiliary tender operates much like a road slug except that it carries useful materials such as fuel instead of ballast.
  • the hybrid locomotive can operate in a plurality of the following operating modes: D a road or yard slug D an energy storage unit for a locomotive consist D a hybrid B-unit in a locomotive consist D an independent, remotely operated hybrid yard switching locomotive D an independent, mobile power supply for a power grid
  • the hybrid locomotive is a cabless locomotive comprised of at least an energy storage unit, a prime power generator, an energy conversion device to convert the energy output by the primary energy source into a form suitable for storage or propulsion, a supply of fuel for the prime energy source and appropriate controls, all mounted on a frame which includes two or more truck assemblies, each truck assembly being further comprised of AC or DC traction motors each of which may be controlled by its own inverters and/or chopper circuits.
  • the cabless hybrid locomotive is additionally provided with a dynamic braking system.
  • the dynamic braking system may also be extended to include a regeneration system for routing some or all of the energy recovered from braking to the energy storage system.
  • a single cabless locomotive is configured to provide a variety of functions by manually switching between control algorithms. Under a first control algorithm, the cabless locomotive can then automatically function as a slug by drawing power from adjacent locomotives to power the traction motors on the cabless locomotive. Under a second control algorithm, the cabless locomotive can automatically function as an energy storage unit by receiving power from a regenerative braking system, it own charging power supply and/or from other members of the consist.
  • a number of cabless hybrid locomotives can form a part of a locomotive consist where the operation of each cabless hybrid locomotive has one or more independently controllable features.
  • These independently controllable features may include, for example, the total amount of tractive effort applied, the operation of the prime power sources, the amount of stored energy used, the amount of power applied by either or both of the prime power sources and energy storage systems, control of wheel slip, control of wheel skid, amount of regenerative braking energy stored and amount of energy transferred to other locomotives in the consist.
  • Independent control of features such as described above can be effected by predetermined or programmable logic in an on-board programmable logic controller, a microcomputer, an industrial computer or the like.
  • Control may also be accomplished for each cabless hybrid locomotive in the consist from the A unit locomotive, or from the A unit locomotive to the adjacent B unit locomotive and then daisy-chained from each neighboring B unit locomotive to the next utilizing predetermined or programmable logic in on-board programmable logic controllers, microcomputers, industrial computers or the like.
  • Control may be by any number of communication methods such as for example, by hard wire from locomotive to locomotive, radio telemetry, other forms of wireless communication, and/or audio and/or video linkage telemetry. If energy is transferred from locomotive to locomotive in the consist, the locomotives will require hard wire connections.
  • a method for managing the energy states of members of a consist.
  • the consist members can be any energy consuming and/or providing vehicles, such as a hybrid locomotive, a conventional diesel locomotive, a slug, a tender car, a B-locomotive, an A-locomotive, and the like.
  • one of the members is a hybrid locomotive including an energy storage unit for storing electrical energy, and a generator for providing electrical energy to the energy storage unit or its traction motors.
  • one of the members is a hybrid locomotive including an energy storage unit for storing electrical energy, a generator for providing electrical energy to the energy storage unit or its traction motors and a regenerative braking system for some or all of its electrical energy to the energy storage unit.
  • the consist members are interconnected by a direct current power bus for exchanging electrical energy.
  • electrical energy is not being provided by the locomotive to another consist member; (ii) in a second operational mode, powering the plurality of traction motors of the locomotive using predominantly electrical energy from the locomotive's own energy storage unit and/or generator.
  • the amount of electrical energy stored in the locomotive's electrical storage unit is less than the amount of electrical energy removed from the locomotive's energy storage unit.
  • the electrical energy is not being provided by the locomotive to another consist member; (iii) in a third operational mode, storing electrical energy in the locomotive's energy storage unit .
  • this third operational mode most of the electrical energy being stored in the energy storage unit is received from one or more other consist members and the amount of electrical energy stored in the energy storage unit is greater than the amount of electrical energy removed from the energy storage unit. In this mode, electrical energy is not being provided by the locomotive to another consist member; (iv) in a fourth operational mode, storing electrical energy in the locomotive's energy storage unit. In this fourth operational mode, most of the electrical energy being stored in the energy storage unit is received from the locomotive's generator and/or regenerative braking of the locomotive's plurality of traction motors.
  • the amount of electrical energy stored in the locomotive's electrical storage unit is greater than the amount of electrical ' energy removed from the locomotive's energy storage unit, and electrical energy- is not being provided by the locomotive to another consist member; (v) in a fifth operational mode, the locomotive dissipates electrical energy through its dynamic braking grid. In this fifth operational mode, neither the generator nor energy storage unit powers the traction motors and the energy storage unit does not receive and store additional electrical energy. In this mode, electrical energy is not being provided by the locomotive to another consist member; and (vi) in a sixth operational mode, providing energy from the locomotive's electrical storage unit and/or generator and/or regenerative braking system to one or more other consist members.
  • the selected locomotive is removing more energy from the selected locomotive's energy storage unit than is being stored in the selected locomotive's energy storage unit.
  • the different locomotives can be simultaneously in a number of different operational modes.
  • the first operational mode is preferably s elected when the amount of electrical energy internally available from a selected hybrid locomotive does not meet or exceed the amount of electrical energy currently being and/or prospectively to be consumed by the locomotive but excess energy (e.g., from a storage unit, a generator, a motor, and/or a regenerative braking system) is available from another consist member.
  • the mode maybe invoked when a state of charge in the electrical storage unit of the locomotive is less than a first selected threshold (e.g., meaning that the unit has insufficient stored energy for current and/or future operations), a charge in the electrical storage unit of one or more other consist members is greater than a second selected threshold (e.g., meaning that the other member(s) has/have energy available to share because it has adequate energy available for current and/or future operations), and an amount of electrical energy being provided to the locomotive's traction motors exceeds an amount of electrical energy output by the selected locomotive's generator.
  • a first selected threshold e.g., meaning that the unit has insufficient stored energy for current and/or future operations
  • a charge in the electrical storage unit of one or more other consist members is greater than a second selected threshold (e.g., meaning that the other member(s) has/have energy available to share because it has adequate energy available for current and/or future operations)
  • an amount of electrical energy being provided to the locomotive's traction motors exceeds an amount of electrical
  • the second operational mode is preferably selected when the amount of electrical energy internally available from the selected hybrid locomotive (e.g., from a storage unit, a generator, a motor, and/or a regenerative braking system) meets or exceeds the amount of electrical energy currently being and/or prospectively to be consumed by the locomotive.
  • the mode may be selected when a state-of-charge in the electrical storage unit of the locomotive is greater than a first selected threshold (e.g., meaning that the unit has sufficient stored energy for current and/or future operations) and the electrical energy required by the locomotive's traction motors is less than a selected electrical energy threshold (e.g., meaning that the locomotive has adequate available energy from internal source(s) to meet its current energy needs).
  • the first selected threshold is related to an available amount of electrical energy from the locomotive's energy storage unit and generator.
  • the third operational mode is preferably selected when the selected hybrid locomotive's energy storage unit has insufficient state-of-charge based on current and/or anticipated future energy demands but excess energy is available from another consist member.
  • the mode may be selected when a state-of-charge in the electrical storage unit of the locomotive is less than a first selected threshold (e.g., meaning that the energy storage unit has less than a minimum level of stored charge deemed necessary for normal operations of the hybrid locomotive) and a state-of-charge in the electrical storage unit of one or more other consist members is greater than a second selected threshold (e.g., meaning that the other consist member has adequate energy available for its own current and/or future operations and can provide energy to the hybrid locomotive).
  • the fourth operational mode is preferably selected when the selected hybrid locomotive's energy storage unit has insufficient state-of-charge based on current and/or anticipated energy demands but sufficient energy is available from one or more sources internal to the hybrid locomotive.
  • Insufficient state-of-charge is typically found to exist when a state-of-charge in the electrical storage unit of the locomotive is less than a selected threshold (e.g., meaning that the storage unit has less than a minimum level of stored charge deemed necessary for normal operations).
  • the fifth operational mode is preferably selected when the selected hybrid locomotive's energy storage unit is fully charged and no other consist member requires the energy for its current and/or future operational needs.
  • a fully charged state is typically found to exist when a state-of-charge in the electrical storage unit of the locomotive is greater than a selected threshold (e.g., meaning that the storage unit is fully charged).
  • the sixth operational mode is preferably selected when the selected hybrid locomotive has adequate available electrical energy for its current and/or prospective operations but another consist member requires energy to meet its current and/or prospective demands.
  • the mode may be selected when a state-of-charge in the electrical storage unit of another consist member is less than a first selected threshold (e.g., meaning that the unit in the other members needs energy from an external source), a state-of-charge in the electrical storage unit of the selected hybrid locomotive is greater than a second selected threshold (e.g., meaning that the unit is sufficiently charged for current and/or prospective operations of the hybrid locomotive), and an amount of electrical energy being provided to the other consist member's traction motors exceeds an amount of electrical energy output by the internal sources of the consist member.
  • a first selected threshold e.g., meaning that the unit in the other members needs energy from an external source
  • a state-of-charge in the electrical storage unit of the selected hybrid locomotive is greater than a second selected threshold (e.g., meaning that the unit is sufficiently charged for current and/or prospective operations of the hybrid locomotive)
  • an amount of electrical energy being provided to the other consist member's traction motors exceeds an amount of electrical energy output by the internal sources of the consist member.
  • each of the expressions "at least one of A, B and C", “at least one of A, B, or C", “one or more of A, B, and C", “one or more of A, B, or C" and "A, B, and/or C" means A alone, B alone, C alone, A and B together, A and C together, B and C together, and A, B and C together.
  • Figure 7 illustrates a preferred embodiment of the cabless hybrid locomotive power supply in more detail according to an embodiment of the present invention.
  • Figure 8 shows a logic flow diagram of the various locomotive configurations according to an embodiment of the present invention.
  • Figure 9 shows a logic flow diagram of a slug configuration according to an embodiment of the present invention.
  • Figure 10 shows a logic flow diagram of an energy storage configuration according to an embodiment of the present invention.
  • Figure 11 shows a logic flow diagram of a B-locomotive configuration according to an embodiment of the present invention.
  • Figure 12 shows a logic flow diagram of an independently operable locomotive configuration according to an embodiment of the present invention.
  • Figure 13 shows a logic flow diagram of a remotely controllable locomotive configuration according to an embodiment of the present invention.
  • Figure 14 shows a logic flow diagram of a power grid connection configuration according to an embodiment of the present invention.
  • Figure 15 is a logic flow diagram for detennining energy allocation in a consist.
  • FIG. 1 is a schematic side view of the basic cabless hybrid locomotive of the present invention.
  • the locomotive 700 does not have a control cab and is referred to as a cabless hybrid locomotive.
  • Prime power is provided by a generator 701 such as for example one or more diesel engines, micro turbines, Stirling engines or fuel cells.
  • the generator 701 is used to charge an energy storage unit 703 through a power conversion unit 702.
  • the power conversion unit 702 may be an alternator/rectifier for example.
  • the energy storage unit 703 may be, for example, a battery pack, a bank of capacitors, a compressed air storage system, a flywheel, or a combination of these.
  • the fuel tank 704 can be located inside the locomotive or carried underneath as a belly tank or can be both.
  • the power rating of the generator 701 is preferably in the range of 100 to 2,500 kW.
  • the storage capacity of the energy storage unit 703 is preferably in the range of 500 to 2,500 kW-hrs.
  • the capacity of the fuel tank 704 is preferably in the range of 500 to 6,000 gallons. This is the one configuration of the present invention.
  • This locomotive configuration 700 may be controlled from a separate lead locomotive when used as part of a larger locomotive consist. It may also be used as a remotely controlled, independent locomotive as discussed later.
  • the "wheels 807 of the locomotive 800 are driven by traction motors 806 which are powered by the electrical output of the energy storage unit 803 or the generator 801 or both by means of a common bus (not shown) connected to one or more chopper circuits or inverter circuits (also not shown).
  • Fuel for the generator 801 is obtained from a large fuel tank 804.
  • This embodiment includes a dynamic and regenerative braking system.
  • the traction motors 806 of the locomotive 800 can be switched to function as electrical generators to convert kinetic energy of braking to electric energy which is then stored, using a regeneration system, in the energy storage unit 803. Any excess energy that cannot be stored is dissipated by resistance grids 805.
  • FIG. 1 is a schematic side view of two cabless hybrid locomotives 902 and 903 as part of a locomotive consist 900.
  • a locomotive consist 900 may be comprised of two or more locomotive types, including at least one locomotive 901 which is fully independent, one or more B-units, one or more slugs, one or more support tenders and/or one or more cabless hybrids.
  • the consist 900 shown in Figure 3 is comprised of a conventional diesel locomotive 901 and two cabless hybrid locomotives 902 and 903 such as described in Figures 1 or 2.
  • the cabless hybrids 902 and 903 are electrically coupled to the locomotive 901 for control signals.
  • the cabless hybrids 902 and 903 may or may not be electrically coupled to the locomotive 901 for power exchange. If coupled to the locomotive 901 for power exchange, the energy from a dynamic braking system on locomotive 901 can be transferred to the energy storage units in one or both of the cabless hybrid locomotives 902 and 903. In the event of excess energy from the dynamic braking systems, the energy can be diverted to the resistive dissipation grids on any of the locomotives 901 , 902 andor 903.
  • the cabless hybrids 902 and 903 can also be configured so that fuel stored on the cabless hybrids 902 and 903 can be delivered to the conventional locomotive 901. h general, a cabless hybrid can simultaneously serve as a fully functional B-unit and as supply tender for the other locomotives in the consist.
  • the cabless hybrid locomotive is a substantial improvement over the art as represented for example by the energy storage tender car disclosed in US 6,615, 118 because the cabless hybrid can operate as a fully independent locomotive under various remote control scenarios.
  • This innovation is shown schematically in Figure 4 which shows a schematic side view of a cabless hybrid locomotive 1000 operating as an independent locomotive pushing or pulling two other railcars 1002 and 1003. Railcars 1002 and 1003 may be freight cars or tankers or other railcars that cannot be moved on their own.
  • the operator would control the cabless hybrid locomotive of the present invention by any number of remote control techniques, such as for example, a belt controller unit worn by the operator, a radio telemetry unit, a wireless unit such as a computer or cellular phone, an optical link or any other commonly known means of communication.
  • the operator may also have a video linkage to the locomotive 1000 such as for example by cameras located on the locomotive 1000 or any of the cars 1002 and/or 1003.
  • the cameras wliich are located on the train 1000 would be in communication with the remote location where the operator is situated.
  • the cabless hybrid locomotive can be operated in fully automated mode under the partial or full direction of a computer program. Such operation is prefened in operations that are repetitive and/or in dangerous areas such as radioactive mining or waste storage.
  • FIG. 5 is a schematic side view of a cabless hybrid locomotive 1200 connected to an external power grid 1204 showing the principal components of the system and the location of the principal power switching gear that converts the locomotive 1200 from an independent rail locomotive mode to a power supply mode.
  • the traction motors 1223 When acting as an independent power supply to a power grid, the traction motors 1223 are disconnected from the energy storage unit 1202 and from the generator 1221 by the switch 1206.
  • the dynamic braking resistance grid system 1224 is disconnected from the energy storage unit 1202 by switch 1205.
  • Ttie locomotive power system is then connected to the power conditioning transformer 1203 and hence to the power grid 1204 by opening a switch 1208. It should be understood and appreciated that a hybrid locomotive with an operator's cab such as described in US 6,308,639 can be modified to function as an independent power supply to a power grid in the same manner as described above.
  • the cabless hybrid locomotive can function as an independent power supply to a third rail or an overhead catenary, for example in an emergency when grid power is interrupted to the third rail or catenary.
  • An aspect of the cabless hybrid locomotive operated as an independent power supply is that, with the presence of an energy storage unit such as for example a battery pack or bank of capacitors, power transients originating in the power grid can be absorbed more readily than by a generator such as a diesel engine acting alone. Also with the presence of an energy storage unit such as for example a battery pack or bank of capacitors, the power flow to the power grid can be better regulated to provide a stable output voltage.
  • Figure 6 is a schematic side view showing how several cabless hybrid locomotives 1301 and 1302 might be connected to an external power grid 1304.
  • the energy storage unit 1406 may be, for example, a battery pack, a bank of capacitors, a compressed air storage system, or a flywheel, or a combination of these.
  • the energy storage unit 1406 and power conversion unit 1405 are connected at a common bus represented by the junction 1409.
  • the bus 1409 feeds DC power to one or more chopper circuits 1407 which drive DC traction motors 1408. As shown in Figure 7, there is a chopper circuit 1407 associated with each DC traction motor 1408.
  • An alternate less prefened configuration is a single chopper circuit driving all the DC traction motors, i another embodiment, the bus 1409 feeds AC power to one or more inverters 1407 which drive AC traction motors 1408.
  • an inverter 1407 associated with each AC traction motor 1408.
  • An alternate less preferred configuration is a single inverter driving all the AC traction motors. If the locomotive power system is used to supply power to an external power grid 1402, then the bus junction 1409 feeds a power conditioning unit 1403 that matches the electrical output of the locomotive power system to the power grid 1402.
  • the power conditioning unit 1403 may be a part of the cabless hybrid locomotive or it may be added when the cabless hybrid locomotive is parked at or near the external power grid 1402.
  • the traction motors are used (Slug, Energy Storage, B-Locomotive, Independent Locomotive).
  • the traction motors may be used for motoring and braking, or only for braking.
  • the locomotive described in Figure 8 is comprised of one or more prime movers (engines such as diesels or gas turbines for example); an energy conversion system to convert engine power to electrical energy (alternator/rectifier for example); an energy storage system (battery pack, capacitor bank, or both, for example); a dynamic braking system wherein the energy can be dissipated in a resistance grid or recaptured by the energy storage system through a regenerative braking system; a power conditioning system (such as an.
  • prime movers engines such as diesels or gas turbines for example
  • an energy conversion system to convert engine power to electrical energy alternative/rectifier for example
  • an energy storage system battery pack, capacitor bank, or both, for example
  • a dynamic braking system wherein the energy can be dissipated in a resistance grid or recaptured by the energy storage system through a regenerative braking system
  • a power conditioning system such as an.
  • inverter and transformer combination for conversion to AC or buck/boost system for conversion to DC
  • an external power source for example, an elecfrical power distribution grid, a catenary or a third rail
  • traction motors AC or: DC induction motors for example
  • various sensors that monitor current, voltage and rotational speeds
  • the locomotive operator selects the desired configuration 2001 and the controller then automatically applies the proper confrol algorithms to implement locomotive operation for that configuration.
  • the configurations or operating modes are: D operation as a slug 2002 where the fraction motor power is supplied by a mother locomotive and most of the ballast of the slug is provided by the weight of the engines and energy storage apparatuses of the locomotive of the present invention. This mode is useful when a consist requires additional tractive surface such as provided by the traction motors on the slug, for example operations on a level wet track.
  • the energy storage unit receives energy from: a regenerative braking system on the locomotive of the present invention or other members of the consist; or from the engine or engines on the locomotive of the present invention; or excess generated energy (such during idling or descending grades for example) by the prime movers of other members of the consist.
  • the stored energy may then be distributed back to other members of the consist to provide additional power when needed (for example ascending grades or accelerating) or to rearrange stored and recaptured energy within the members of the consist.
  • This mode is useful for operations where there is a number of stops and starts such as for example use in a commuter or road switcher consist and /or where a number of grades must be ascended and descended.
  • the locomotive of the present invention provides its own propulsive power (a combination of engines and energy storage), it own braking (air brakes and dynamic braking with regenerative braking when possible).
  • the internal power management of the locomotive of the present invention is self-contained.
  • the locomotive of the present invention receives commands from an A-locomotive either by wireless or other remote communication means, or physically connected communication lines between cars of the train. This mode is useful when a B-locomotive is required where the B-locomotive is emissions friendly and fuel efficient but the A-locomotive has no provisions for managing a hybrid locomotive.
  • Slug Configuration Figure 9 shows a logic flow diagram of a slug configuration 2101 for the locomotive of the present invention.
  • This configuration is desirable when a locomotive consist has more than enough propulsive power but not enough fractive surface to avoid wheel slip or skid such as might be the case, for example, for accelerating or ascending a grade in wet or icy conditions; or braking or descending a grade in similarly adverse conditions.
  • the controller on locomotive of the present invention turns off its engines 2106 and energy storage system 2107 (whilst continuing to ensure that the energy storage system current and/or voltage is monitored to maintain a desired state-of-charge of the energy storage system) and disables the external power grid connections 2109.
  • the controller of the locomotive of the present invention allows the flow of DC power from a mother or mother locomotives to its traction motors 2108 which can be used to provide propulsive power to the traction motors or divert braking energy from the traction motors in braking mode to its dynamic braking dissipating grid 2103. Otherwise the controller turns off the regenerative braking system 2105 and if not needed the dynamic braking system 2104.
  • the controller monitors power, braking, idling, stop and start requests from the mother locomotive. In this configuration, the controller measures DC bus voltage and current to determine power flow into the locomotive of the present invention.
  • the controller also monitors individual traction motor currents to ensure that the motor current limit is not exceeded and to ensure that the total energy throughput in the motor windings is within motor limits.
  • Traction motor current is also used, along with motor RPMs, to detemiine fractive effort. Traction motor RPMs may also be monitored to determine if wheel slip or skid occur. The controller also monitors current and total energy throughput for the resistive braking grids to ensure that their dissipating capacity is not exceeded. Measurement of DC bus voltage allows current measurements to be used to compute total energy throughput. A consistency check may be performed using the known motor resistance and braking grid resistances.
  • Energy Storage Configuration Figure 10 shows a logic flow diagram of an energy storage configuration 2201 for the locomotive of the present invention. This configuration is desirable when the consist can take advantage of excess energy generated either by any of the members of the consist or from regenerative braking within the consist, where the energy storage configuration of the present invention is member of the consist.
  • the confroller on locomotive of the present invention determines whether excess energy is routed via its DC bus to its energy storage system 2211 or to other members of the consist via a DC bus 2202 connecting the other operating members of the consist or to its dynamic braking dissipating grid 2203. This latter option would be invoked when the energy storage capacity is full and can accept no further "free" energy.
  • the confroller may also turn on the engines 2207 to charge the energy storage system 2209 when needed or to provide additional power for propulsion 2210.
  • the controller may turn off the engines 2208 and dynamic braking system 2204 when not needed.
  • the controller on locomotive of the present invention would use energy stored in its energy storage system to provide propulsive power via its own traction motors 2215 or to redirect power to the other locomotives in the consist for an extra power boost when conditions dictate. For example, if the energy storage system is near or at storage capacity, the stored energy may be used for ascending grades in anticipation of descending the grade wherein additional "free" energy maybe recouped. In this configuration, the confroller of locomotive of the present invention disables the external power grid connections 2217.
  • B-Locomotive Configuration Figure 11 shows a logic flow diagram of a B-locomotive configuration 2301 for the locomotive of the present invention.
  • This configuration is desirable when the consist requires propulsive power and tractive effort 2316 from the locomotive(s) of the present invention and other B-locomotives in the consist via a communication line 2302 connecting the other operating members of the consist.
  • the communication line may be a physical connection or a wireless connection.
  • the controller on locomotive of the present invention responds to the power and braking commands from the A-locomotive of the consist. Otherwise the controller manages the internal allocation of power between its engines 2307 through 2310 and energy storage system 2311 through 2315 as well as operating its internal dynamic and/or regenerative braking system 2303 through 2306.
  • the confroller also disables the external power grid connections 2317.
  • the controller monitors the power, braking, idling, stop and start requests and utilizes measurements described in the slug and energy storage configurations to control the engines, energy storage, motor and braking systems to comply with the power, idling or braking requests from the A-locomotive.
  • Independently Operable Locomotive Configuration Figure 12 shows a logic flow diagram of an independently operable configuration
  • the confroller is responsive to the controls in the cab 2402 for all power, braking, idling, stop and start commands requested by the locomotive's engineer.
  • the controller automatically manages the internal allocation of power between its engines 2407 through 2410 and energy storage system 2411 through 2415 as well as operating its internal dynamic and/or regenerative braking system 2403 through 2406.
  • the controller again disables the external power grid connections 2418 except when necessary to connect into an external grid 2419 such as a catenary 2420, a third rail 2421 or external power grid 2422 for recharging or emergency power supply.
  • the locomotive may be operated as a normal locomotive by utilizing a temporary operating cab or, if a cab is present and locked (rendering it a cabless locomotive), the cab may be unlocked.
  • One or more locomotives may be operated in a consist for switching purposes with one of the locomotives of the present invention functioning as an A-locomotives and the others as slugs, energy storage units or B-locomotives.
  • All the measurements and thresholds described for the slug, energy storage and B-locomotive configurations continue to be monitored. Power, braking, idling, stop and start requests now come from an on-board engineer. The measurements are sufficient to account for power inflow and outflow to the engines, motors, energy storage and dynamic braking grids. In this configuration there is typically no power transfer to and from other members of the consist.
  • FIG. 13 shows a logic flow diagram of a remotely controllable configuration 2501 for the locomotive of the present invention.
  • the locomotive maybe operated in remote mode as discussed for example in Figure 4 using a temporary cab on the locomotive or a wireless connection 2502 operated from another location.
  • This configuration is desirable when a hybrid locomotive is required for yard or industrial operations.
  • the controller is responsive to the remote operator 2502 for all power to the traction motors 2516 and braking commands much as discussed in the previous figure.
  • the controller automatically manages the internal allocation of power between its engines 2507 through 2510 and energy storage system 2511 through 2415 as well as operating its internal dynamic and/or regenerative braking system 2503 through 2506. h this configuration, the controller disables the external power grid connections 2517. h this configuration, all the measurements and thresholds described for the independently operable locomotive configuration are made. Power, braking, idling, stop and start requests now come from an engineer/operator working at a remote control console.
  • Independent Power Source Configuration Figure 14 shows a logic flow diagram of a power grid connection configuration 2601 for the locomotive of the present invention.
  • the controller automatically disables the traction motors 2613 and braking systems 2603 and 2604 and operates the engine/energy storage system as an independent power source.
  • the engine(s) 2605 may be operative to provide power to a grid 2608 or to charge the energy storage system 2607.
  • the energy storage system 2609 may be operated as determined by the controller to provide surge capacity 2610 for the external grid, power 2612 for the external grid or may absorb excess power 2611 from the grid.
  • the controller also enables the appropriate power conditioning equipment 2614 to connect with the external power grid.
  • the controller maintains the required power on the locomotive's DC bus.
  • the power conditioning apparatus might consist of buck or boost circuits to adjust the locomotive's DC bus voltage to the required DC grid voltage
  • the power conditioning apparatus might consist of an inverter and transformer combination to adjust the locomotive's DC bus voltage to the required AC grid voltage.
  • power can flow to or from the locomotive depending on grid demand conditions.
  • both AC and DC power conditioning systems can provide voltage regulation when the external grid is experiencing quality problems.
  • several locomotives of the present invention can be connected together to provide the required level of power.
  • Each controller can manage its own power from its engines(s) and energy storage units.
  • the locomotives can be connected to the external grid individually or via a common DC bus to a single power conditioning apparatus.
  • the power conditioning apparatus could be located in a separate rail car.
  • the measurements and thresholds applicable to this configuration include all those described in the energy storage configuration (except those appropriate to the traction motors and braking resistance grids, which are turned off) .
  • the voltage and cunent to the external source is measured.
  • the controller on the locomotive of the present invention must also ensure that the cunent and voltage limits of the power conditioning apparatuses (inverter/transformer for AC, buck/boost for DC) are not exceeded.
  • the controller must also respond to power quality requirements when providing power or quality confrol to the external circuit.
  • Figure 15 is a logic flow diagram for determining energy allocation amongst members of a consist.
  • a member of a locomotive consist can be a conventional locomotive, a hybrid locomotive, a slug or an energy storage tender car.
  • the hybrid locomotive is motoring and is receiving most of its power from another member or members of the consist, h a second operational mode, the hybrid locomotive is motoring and is receiving most of its power from itself.
  • the hybrid locomotive is storing more energy than it is using and is receiving most its storable energy from another member or members of the consist.
  • the hybrid locomotive In a fourth operational mode, the hybrid locomotive is storing more energy than it is using and is receiving most of its energy from itself. In a fifth operational mode, the hybrid locomotive is braking and is dissipating energy to its own resistive braking grids and not storing any energy, h this fifth mode, the energy from regenerative braking may be provided to other members of the consist if they have available storage capacity or immediate unmet energy requirements. In a sixth operational mode, the hybrid locomotive is providing energy to another member or members of the consist and is reducing its own amount of stored energy. The operational mode of the hybrid locomotive is normally determined, at least in part, by the state-of-charge of its energy storage system.
  • the energy storage unit typically requires charging energy from itself or another member or members of the consist, and typically cannot provide energy to other members of the consist. If the state-of-charge is above a second predetermined threshold, the energy storage unit typically cannot accept energy from other members of the consist and is available to provide energy to its own fraction motors, or to other members of the consist.
  • Typical maximum and minimum prefened states of charge for the examples of lead- acid and nickle-zinc battery packs as well as energy storage capacitors suitable for hybrid locomotives are shown in the following table. The table also shows typical maximum preferred rates of charging and typical maximum prefened rates of discharging for these battery types as well as for energy storage capacitors.
  • Figure 15 illustrates an example of a menu that might be executed by an algorithm stored in a master controller for a consist containing hybrid members.
  • the algorithm selects a consist member 3001 and then determines the cunent energy state of the selected consist member 3002.
  • the energy state may be characterized by the storage unit's current state-of-charge, cunent power consumption/production by the traction motors, and/or the rated capacity of the generator or engine.
  • the algorithm may also evaluate the anticipated energy state of the selected consist member 3003. This could include, for example, the projected power and braking requirements for grades, curves, stops and starts that are associated with the track ahead as determined by a stored database and GPS system for example.
  • the algorithm decides if the selected consist member requires a change of its state of energy 3004 which could involve providing, receiving, using, storing or dissipating energy.
  • the cunent state requires a first state and the anticipated energy state a second state
  • the more energy conservative (or lower energy consumptive) state is invoked. For example, if the battery is cunent at or near zero charge but the hybrid locomotive is nearing the top of a hill after which regenerative braking and energy storage can occur, the energy state required to address immediately the low state of charge is prefened. If the answer is no, then the algorithm returns to the top of the menu 3001. If the answer is yes, then the algorithm decides if the selected consist member requires additional energy from another consist member or members 3005.
  • the algorithm requests the selected hybrid locomotive to go to another energy state 3010 and then the algorithm returns to the top of the menu 3001. If the answer is yes, then the algorithm reviews the energy states ofthe other consist members for available energy 3006. Then the algorithm determines if there is any available energy from any ofthe other consist members 3007. If the answer is no, then there is no energy available and the algorithm notifies the engineer ofthe energy problem and may additionally make a recommendation to the engineer 3009. That recommendation could be, for example, to reduce the power notch setting to some or all the members ofthe consist.
  • the algorithm selects an available member or members ofthe consist and requests the selected member and the other selected consist members to enter into a new state of energy 3008.
  • the algorithm then returns to the top ofthe menu 3001.
  • the engineer may manually change the power request and allow the algorithm to select an available member or members ofthe consist and requests the selected member and the other selected consist members to enter into a new state of energy 3008.
  • the algorithm then returns to the top ofthe menu 3001.
  • the various inventive features are applied to vehicles other than locomotives, such as cars, railroad cars, and trucks.
  • the control logic set forth above may be implemented as a logic circuit, software, or as a combination ofthe two.
  • the present invention in various embodiments, includes components, methods, processes, systems and/or apparatus substantially as depicted and described herein, including various embodiments, subcombinations, and subsets thereof. Those of skill in the art will understand how to make and use the present invention after understanding the present disclosure.

Abstract

La présente invention a trait à une locomotive hybride capable de fonctionner selon plusieurs modes de fonctionnement, comprenant un mode de fonctionnement de type sans câble à moteurs de traction, un mode de fonctionnement de stockage d'énergie, un mode de fonctionnement de locomotive de type B, un mode de fonctionnement indépendant, et un mode de fonctionnement à source d'énergie, et/ou capable de fournir de l'énergie électrique à un système de distribution d'énergie, tel qu'un réseau de distribution, caténaire, et rail de contact.
PCT/US2005/006740 2004-03-01 2005-03-01 Locomotive hybride sans cabine WO2005084335A2 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US54932704P 2004-03-01 2004-03-01
US60/549,327 2004-03-01
US55293204P 2004-03-12 2004-03-12
US60/552,932 2004-03-12

Publications (2)

Publication Number Publication Date
WO2005084335A2 true WO2005084335A2 (fr) 2005-09-15
WO2005084335A3 WO2005084335A3 (fr) 2007-03-15

Family

ID=34922710

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US2005/006740 WO2005084335A2 (fr) 2004-03-01 2005-03-01 Locomotive hybride sans cabine

Country Status (2)

Country Link
US (1) US20050279242A1 (fr)
WO (1) WO2005084335A2 (fr)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2007143850A1 (fr) * 2006-06-15 2007-12-21 Railpower Technologies Corp. Sélection de locomotive à multiples sources de puissance
CN104661853A (zh) * 2012-09-26 2015-05-27 丰田自动车株式会社 电力供给系统以及用在其中的车辆和管理装置
CN105144539A (zh) * 2013-04-02 2015-12-09 法维莱运输图尔公司 铁路车辆中的辅助供电系统和能量生成模块间的接口设备
US9248825B2 (en) 2007-05-16 2016-02-02 General Electric Company Method of operating vehicle and associated system
RU2624354C2 (ru) * 2015-09-07 2017-07-03 Галина Александровна Кинева Локомотивная сцепка с двойным питанием приводов
EP1987994A4 (fr) * 2006-02-23 2017-11-29 Toyota Jidosha Kabushiki Kaisha Voiture hybride et son procédé de commande
US20180222500A1 (en) * 2015-09-30 2018-08-09 Mitsubishi Electric Corporation System and method for reducing the electric power consumption of railway system
WO2019040488A1 (fr) * 2017-08-21 2019-02-28 Vycon, Inc. Systèmes hybrides de récupération d'énergie en bordure de voie
US11623665B1 (en) 2020-07-27 2023-04-11 Knoxville Locomotive Works, Inc. Tri-mode locomotive

Families Citing this family (56)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8280569B2 (en) * 2004-12-09 2012-10-02 General Electric Company Methods and systems for improved throttle control and coupling control for locomotive and associated train
WO2007047809A2 (fr) 2005-10-19 2007-04-26 Railpower Technologies Corp. Agencement de bloc-batterie de grande taille a entretien minime pour locomotive hybride
US20080021602A1 (en) * 2006-05-24 2008-01-24 Ise Corporation Electrically Powered Rail Propulsion Vehicle and Method
US20080000381A1 (en) * 2006-05-24 2008-01-03 Bartley Thomas L Rail car braking regeneration and propulsion system and method
US20070124036A1 (en) * 2006-11-06 2007-05-31 Plishner Paul J Rail vehicle or other path-constrained vehicle equipped for providing solar electric power for off-vehicle use, and systems in support thereof
US20080121136A1 (en) * 2006-11-28 2008-05-29 General Electric Company Hybrid locomotive and method of operating the same
US7770525B2 (en) * 2007-05-07 2010-08-10 General Electric Company System and method for segregating an energy storage system from piping and cabling on a hybrid energy vehicle
US7921946B2 (en) 2007-05-07 2011-04-12 General Electric Company System and method for cooling a battery
US20080276631A1 (en) * 2007-05-07 2008-11-13 Ajith Kuttannair Kumar System and Method for Cooling a Battery
US8006626B2 (en) 2007-05-07 2011-08-30 General Electric Company System and method for cooling a battery
US20080293277A1 (en) * 2007-05-23 2008-11-27 Ajith Kuttannair Kumar System and method for connecting a battery to a mounting system
DE102007049755A1 (de) * 2007-10-16 2009-04-23 Siemens Ag Verfahren zur Motorsteuerung eines Schienenfahrzeugs
US9233622B2 (en) * 2008-03-11 2016-01-12 General Electric Company System and method for managing an amount of stored energy in a powered system
US8117969B1 (en) * 2008-08-05 2012-02-21 Bnsf Railway Company Hydrogen fuel cell hybrid locomotives
US9415781B2 (en) 2008-12-23 2016-08-16 Progress Rail Services Corporation Dual engine locomotive
CN102498023A (zh) * 2009-08-11 2012-06-13 艾德万斯得瑞尔能量储备有限公司 公用设施规模电能储存系统
US8583303B2 (en) * 2010-03-04 2013-11-12 General Electric Company Electric drive vehicle, system and method
RU2529575C2 (ru) * 2010-03-31 2014-09-27 Хонда Мотор Ко., Лтд. Гибридное транспортное средство
US8511449B2 (en) * 2010-06-29 2013-08-20 General Electric Company Propulsion system for a powered rail vehicle and method of adapting the propulsion system between different configurations
WO2013025447A1 (fr) * 2011-08-16 2013-02-21 Advanced Rail Energy Storage, Llc Stockage d'énergie potentielle par rail pour services auxiliaires de réseau de services publics
JP2013243878A (ja) * 2012-05-22 2013-12-05 Toshiba Corp 車両の蓄電制御装置
DE102012210519A1 (de) * 2012-06-21 2013-12-24 Siemens Aktiengesellschaft Fahrzeug mit einer durch einen Fahrer bedienbaren und elektronisch gesteuerten Fahrzeugeinrichtung
US9463696B2 (en) * 2012-07-18 2016-10-11 General Electric Company Systems and methods for mobile power conditioning platform
US8899158B2 (en) * 2012-07-31 2014-12-02 Electro-Motive Diesel, Inc. Consist having self-powered tender car
US8919259B2 (en) 2012-07-31 2014-12-30 Electro-Motive Diesel, Inc. Fuel system for consist having daughter locomotive
US8955444B2 (en) 2012-07-31 2015-02-17 Electro-Motive Diesel, Inc. Energy recovery system for a mobile machine
US9073556B2 (en) * 2012-07-31 2015-07-07 Electro-Motive Diesel, Inc. Fuel distribution system for multi-locomotive consist
US9193362B2 (en) * 2012-07-31 2015-11-24 Electro-Motive Diesel, Inc. Consist power system having auxiliary load management
US8925465B2 (en) * 2012-07-31 2015-01-06 Electro-Motive Diesel, Inc. Consist having self-propelled tender car
US8960100B2 (en) 2012-07-31 2015-02-24 Electro-Motive Diesel, Inc. Energy recovery system for a mobile machine
US8522691B1 (en) * 2012-09-28 2013-09-03 Electro-Motive Diesel, Inc. Apparatus and method for supplemental cooling
EP2733007B1 (fr) * 2012-11-16 2017-11-08 Visedo Oy Machine de travail hybride fournir ou recevoir de l'énergie électrique
US9085305B2 (en) * 2012-12-06 2015-07-21 Thomas Pumpelly Hybrid personal transit system
NO20130229A1 (no) * 2013-02-12 2014-01-20 Maintech As Innretning for energiforsyning av tog
US20140318410A1 (en) * 2013-04-26 2014-10-30 Progress Rail Services Corporation Locomotive with variable power modules
DE102013008420A1 (de) * 2013-05-17 2014-11-20 Abb Technology Ag Antriebseinheit zur Ansteuerung eines Motors
US20140379180A1 (en) * 2013-06-19 2014-12-25 Progress Rail Services Corporation Power sharing for a locomotive consist
US9233625B2 (en) * 2014-03-04 2016-01-12 General Electric Company System and method for controlling energy usage
US10532755B2 (en) * 2014-03-27 2020-01-14 Ge Global Sourcing Llc Control system and method for a transportation network
US10399584B2 (en) * 2014-03-27 2019-09-03 Ge Global Sourcing Llc System and method integrating an energy management system and yard planner system
US10894552B2 (en) * 2014-03-27 2021-01-19 Transportation Ip Holdings, Llc System and method integrating an energy management system and yard planner system
US9327741B2 (en) * 2014-03-27 2016-05-03 General Electric Company System and method integrating an energy management system and yard planner system
WO2016123614A1 (fr) * 2015-01-30 2016-08-04 Claudio Filippone Conversion et récupération de chaleur perdue
MX367496B (es) 2015-05-28 2019-08-23 Joy Global Longview Operations Llc Sistemas, métodos, y aparatos para almacenamiento de energía en una máquina de extracción.
CA3000455A1 (fr) * 2015-09-29 2017-04-06 Verail Technologies, Inc. Locomotives
US20160176414A1 (en) * 2016-03-02 2016-06-23 Electro-Motive Diesel, Inc. Power management system for train
US10705519B2 (en) 2016-04-25 2020-07-07 Transportation Ip Holdings, Llc Distributed vehicle system control system and method
US10363946B2 (en) 2016-12-02 2019-07-30 Harris Corporation Hybrid pneumatic regenerative system for railway vehicles
US10479218B2 (en) * 2017-02-14 2019-11-19 Toyota Motor Engineering & Manufacturing North America, Inc. Electric vehicle power system with shared converter
US11034261B2 (en) * 2017-11-22 2021-06-15 Edward Wade Landreth Off-grid, utility-scale power transmission system via train
CN108437806B (zh) * 2018-03-30 2019-09-13 中车青岛四方车辆研究所有限公司 城市轨道交通再生制动能量回收装置的配置系统及方法
DE102018208664A1 (de) * 2018-05-31 2019-12-05 Siemens Mobility GmbH Überwachung einer elektrodynamischen Bremse in einem Schienenfahrzeug
PL4010215T3 (pl) * 2019-09-27 2024-02-26 Siemens Mobility GmbH Sposób eksploatowania pojazdu szynowego i pojazd szynowy
DE102019217148A1 (de) * 2019-11-06 2021-05-06 Bombardier Transportation Gmbh Betreiben von Schienenfahrzeugen zum Begrenzen von Leistungsspitzen in einer Stromversorgung
US20220227258A1 (en) * 2021-01-20 2022-07-21 Abb Schweiz Ag Power line system with ripple generator for electric vehicles
EP4101681A1 (fr) * 2021-06-08 2022-12-14 Volvo Truck Corporation Système de commande de distribution d'énergie électrique d'une formation de véhicules

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US744187A (en) * 1903-04-13 1903-11-17 Gibbs Engineering And Mfg Company System of electric traction.
US4700283A (en) * 1985-04-19 1987-10-13 Hitachi, Ltd. Control system for an electric locomotive having AC to DC converters
US20030006745A1 (en) * 2001-03-14 2003-01-09 Hammerstrom Donald J. Converter/inverter controller
US6591758B2 (en) * 2001-03-27 2003-07-15 General Electric Company Hybrid energy locomotive electrical power storage system

Family Cites Families (96)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US383580A (en) * 1888-05-29 Machine for molding heel-stiffeners for boots or shoes
US1377087A (en) * 1921-05-03 jack a
US1535175A (en) * 1924-01-28 1925-04-28 Mancha Storage Battery Locomot Electric storage-battery locomotive
US1719861A (en) * 1928-05-07 1929-07-09 Lloyd M Field Transmission mechanism
US2403933A (en) * 1944-08-28 1946-07-16 Gen Motors Corp Generating electric drive and control system
US2472924A (en) * 1946-01-12 1949-06-14 Westinghouse Electric Corp Electric drive for gas turbine locomotives
US2510753A (en) * 1949-04-08 1950-06-06 Elliott Co Apparatus for controlling gas turbine locomotives
US2704813A (en) * 1954-05-10 1955-03-22 Westinghouse Electric Corp Recuperative braking for enginepowered locomotives
CA677258A (en) * 1959-10-01 1963-12-31 Arthur M. Barrett, Jr. Battery charging system for vehicles
US3443115A (en) * 1966-06-15 1969-05-06 Allis Chalmers Mfg Co Means for paralleling direct current sources having different output characteristics
GB1263261A (en) * 1968-02-06 1972-02-09 Sevcon Eng Ltd Improvements in electrically operated drive systems
US3569810A (en) * 1968-11-20 1971-03-09 Allis Chalmers Mfg Co Pulse width modulator with pulse width limiting
FR2061904A6 (fr) * 1969-10-01 1971-06-25 Accumulateurs Fixes
SE342587B (fr) * 1970-03-06 1972-02-14 Asea Ab
US3737745A (en) * 1971-12-16 1973-06-05 Gen Electric Wheel slip control system
US3792327A (en) * 1972-10-05 1974-02-12 L Waldorf Hybrid electrical vehicle drive
US3970160A (en) * 1973-11-06 1976-07-20 William Nowick Control means for electrically powered transportation means
US4070562A (en) * 1975-08-28 1978-01-24 Nippon Soken, Inc. Acceleration/deceleration alarm system
US4095147A (en) * 1976-02-26 1978-06-13 Mountz John M Wheel slip correction method, system and apparatus
US4096423A (en) * 1976-03-01 1978-06-20 General Electric Company Direct current motor chopper propulsion system
US4075538A (en) * 1976-05-19 1978-02-21 General Electric Company Adaptive acceleration responsive system
US4309645A (en) * 1976-07-07 1982-01-05 Villeneuve Dail A De DC Motor speed controller
US4090577A (en) * 1977-04-18 1978-05-23 Moore Wallace H Solar celled hybrid vehicle
US4152758A (en) * 1977-09-26 1979-05-01 General Electric Company Control logic for a phase controlled rectifier system
US4199037A (en) * 1978-05-19 1980-04-22 White Bruce D Electric automobile
AU541284B2 (en) * 1978-07-28 1985-01-03 Bio-Med Pty. Ltd. Control arrangement for electric motors
US4204143A (en) * 1978-09-26 1980-05-20 The United States Of America As Represented By The Secretary Of The Navy Pulse width modulated power amplifier for direct current motor control
US4498016A (en) * 1983-08-04 1985-02-05 Caterpillar Tractor Co. Locomotive governor control
US4644232A (en) * 1983-10-19 1987-02-17 Hitachi, Ltd. Method of and an apparatus for controlling a plurality of DC motors
US4495449A (en) * 1983-12-02 1985-01-22 General Electric Company Electric propulsion system for traction vehicles with automatic retard speed regulation
AU549174B2 (en) * 1984-05-08 1986-01-16 Matsushita Electric Industrial Co., Ltd. Control system for dc motors
JPH088728B2 (ja) * 1985-08-14 1996-01-29 株式会社日立製作所 電気車の再粘着制御装置
US4719861A (en) * 1986-10-23 1988-01-19 General Motors Corporation Energy management method for a locomotive including single-sided linear induction motors
US5397991A (en) * 1988-07-13 1995-03-14 Electronic Development Inc. Multi-battery charging system for reduced fuel consumption and emissions in automotive vehicles
US4900944A (en) * 1988-10-14 1990-02-13 Frank Donnelly Booster unit for diesel electric locomotive
US4896090A (en) * 1988-10-31 1990-01-23 General Electric Company Locomotive wheelslip control system
US4936610A (en) * 1989-03-15 1990-06-26 Tranergy Corporation Differential creepage control system for optimizing adhesion of locomotives
US5289093A (en) * 1989-11-08 1994-02-22 Gec Alsthom Sa Antispin and antilock methods for an electric traction vehicle
JP2932607B2 (ja) * 1990-05-23 1999-08-09 日産自動車株式会社 電気自動車
KR940001300B1 (ko) * 1991-02-02 1994-02-18 현대전자산업 주식회사 직류구동용 모타 콘트롤러
US5428538A (en) * 1991-08-12 1995-06-27 Westinghouse Air Brake Company Sanding control system for railway vehicles
JPH05111109A (ja) * 1991-10-08 1993-04-30 Mitsubishi Heavy Ind Ltd 内燃機関駆動電気式車両の制御方法
JPH05268706A (ja) * 1992-03-19 1993-10-15 Aqueous Res:Kk 電気自動車
US5317669A (en) * 1992-05-04 1994-05-31 John Svoboda Direct current motor speed control apparatus
CA2098468C (fr) * 1992-07-07 1998-09-01 David J. Theobald Methode de charge d'une batterie
US5306972A (en) * 1992-07-17 1994-04-26 General Electric Company AC motor system
US5480220A (en) * 1992-08-26 1996-01-02 General Electric Company Method for inhibiting wheel slip in an electric alternating current induction motor powered vehicle
US5392716A (en) * 1993-07-28 1995-02-28 General Electric Company Locomotive traction motor control system
US5424948A (en) * 1993-11-10 1995-06-13 General Motors Corporation Locomotive traction control system using fuzzy logic
JP3260951B2 (ja) * 1994-02-23 2002-02-25 松下電器産業株式会社 密閉形アルカリ蓄電池の単電池及び単位電池
JP3687991B2 (ja) * 1994-02-24 2005-08-24 株式会社エクォス・リサーチ ハイブリッド電源装置
US5511749A (en) * 1994-04-01 1996-04-30 Canac International, Inc. Remote control system for a locomotive
US5629601A (en) * 1994-04-18 1997-05-13 Feldstein; Robert S. Compound battery charging system
DE9415770U1 (de) * 1994-09-30 1994-12-15 Abb Henschell Ag Schienengebundenes Dieseltriebfahrzeug
US5610819A (en) * 1994-10-11 1997-03-11 G&G Locotronics, Inc. System for enhancing wheel traction in a locomotive by reapplication of excitation using an S-shaped curve
JP3286492B2 (ja) * 1995-04-28 2002-05-27 本田技研工業株式会社 車載発電装置の制御装置
US5629567A (en) * 1995-06-26 1997-05-13 General Electric Company Speed control system for an AC locomotive
US5765656A (en) * 1996-01-18 1998-06-16 Weaver; Winstead B. Hybrid electric motor vehicle drive
FR2744074B1 (fr) * 1996-01-29 1998-03-20 Smh Management Services Ag Procede et dispositif de regulation commune de plusieurs moteurs electriques entrainant les roues motrices d'un vehicule automobile
US5710699A (en) * 1996-05-28 1998-01-20 General Electric Company Power electronic interface circuits for batteries and ultracapacitors in electric vehicles and battery storage systems
CA2182630C (fr) * 1996-08-02 2003-02-11 Piotr Drozdz Commande pour vehicule a moteur hybride
EP1376734A3 (fr) * 1997-03-24 2004-11-24 Matsushita Electric Industrial Co., Ltd. Appareil de refroidissement pour source d'alimentation à piles
US5856037A (en) * 1997-07-07 1999-01-05 Optima Batteries, Inc. Battery venting system and method
US6021251A (en) * 1997-07-08 2000-02-01 Crown Equipment Corporation Compensated field current control for a separately excited DC motor
US6012011A (en) * 1997-09-11 2000-01-04 Johnson; Chipley H. Traction control system and a method for remedying wheel-slippage
US6023137A (en) * 1997-10-01 2000-02-08 General Electric Company Use of traction inverter for supplying power for non-traction applications
JP4314641B2 (ja) * 1997-11-25 2009-08-19 パナソニック電工株式会社 充電装置
US6175272B1 (en) * 1997-12-19 2001-01-16 Nikon Corporation Pulse—width modulation system
US6027181A (en) * 1998-05-22 2000-02-22 New York Air Brake Corporation Locomotive brake control with holding and/or blending
DE19846319C1 (de) * 1998-10-08 2000-02-17 Daimler Chrysler Ag Energieversorgungsschaltung für ein Kraftfahrzeugbordnetz mit zwei Spannungsversorgungszweigen
JP3569152B2 (ja) * 1998-10-15 2004-09-22 株式会社マキタ バッテリーパック
US6331365B1 (en) * 1998-11-12 2001-12-18 General Electric Company Traction motor drive system
EP1458083B1 (fr) * 1999-06-09 2012-04-04 Lear Corporation Holding Spain S.L. Systeme de distribution electrique a tension duale
US6408766B1 (en) * 1999-06-25 2002-06-25 Mclaughlin Edward M. Auxiliary drive, full service locomotive tender
US6885920B2 (en) * 1999-07-30 2005-04-26 Oshkosh Truck Corporation Control system and method for electric vehicle
US6581464B1 (en) * 1999-08-27 2003-06-24 General Electric Company Traction motor speed sensor support arrangement
DE19948831B4 (de) * 1999-10-06 2005-06-30 Terex-Demag Gmbh & Co. Kg Fahrzeugkran
US6564172B1 (en) * 1999-10-28 2003-05-13 General Electric Company Method and apparatus for onboard locomotive fuel usage indicator
US6208097B1 (en) * 1999-12-06 2001-03-27 General Electric Company Traction vehicle adhesion control system without ground speed measurement
US6405705B1 (en) * 2000-05-19 2002-06-18 General Electric Company Method and apparatus for reducing locomotive diesel engine smoke using skip firing
US6371573B1 (en) * 2000-07-31 2002-04-16 Robert Bosch Corporation Special control mode for one-solenoid valves
US6532405B1 (en) * 2000-08-09 2003-03-11 General Electric Company Method for detecting a locked axle on a locomotive AC traction motor
US6359346B1 (en) * 2000-08-23 2002-03-19 General Electric Company Processor and method for accommodating failed speed sensors in a locomotive
US6466847B1 (en) * 2000-09-01 2002-10-15 Canac Inc Remote control system for a locomotive using voice commands
US6367891B1 (en) * 2000-09-25 2002-04-09 General Electric Company Apparatus and method for determining direction of locomotive travel during dynamic braking
JP4520649B2 (ja) * 2001-02-06 2010-08-11 株式会社小松製作所 ハイブリッド式建設機械
US6728606B2 (en) * 2002-01-31 2004-04-27 General Electric Company Method for detecting a locked axle condition
US6470245B1 (en) * 2002-01-31 2002-10-22 Canac Inc. Remote control system for a locomotive with solid state tilt sensor
US6812656B2 (en) * 2002-02-27 2004-11-02 Railpower Technologies Corp. Sequenced pulse width modulation method and apparatus for controlling and powering a plurality of direct current motors
US6909200B2 (en) * 2002-02-28 2005-06-21 Azure Dynamics Inc. Methods of supplying energy to an energy bus in a hybrid electric vehicle, and apparatuses, media and signals for the same
US6879054B2 (en) * 2002-03-15 2005-04-12 Azure Dynamics Inc. Process, apparatus, media and signals for controlling operating conditions of a hybrid electric vehicle to optimize operating characteristics of the vehicle
US6725134B2 (en) * 2002-03-28 2004-04-20 General Electric Company Control strategy for diesel engine auxiliary loads to reduce emissions during engine power level changes
US6909201B2 (en) * 2003-01-06 2005-06-21 General Motors Corporation Dual voltage architecture for automotive electrical systems
US6909959B2 (en) * 2003-03-07 2005-06-21 Stephen James Hallowell Torque distribution systems and methods for wheeled vehicles
US7124691B2 (en) * 2003-08-26 2006-10-24 Railpower Technologies Corp. Method for monitoring and controlling locomotives
US7084602B2 (en) * 2004-02-17 2006-08-01 Railpower Technologies Corp. Predicting wheel slip and skid in a locomotive

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US744187A (en) * 1903-04-13 1903-11-17 Gibbs Engineering And Mfg Company System of electric traction.
US4700283A (en) * 1985-04-19 1987-10-13 Hitachi, Ltd. Control system for an electric locomotive having AC to DC converters
US20030006745A1 (en) * 2001-03-14 2003-01-09 Hammerstrom Donald J. Converter/inverter controller
US6591758B2 (en) * 2001-03-27 2003-07-15 General Electric Company Hybrid energy locomotive electrical power storage system

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1987994A4 (fr) * 2006-02-23 2017-11-29 Toyota Jidosha Kabushiki Kaisha Voiture hybride et son procédé de commande
WO2007143850A1 (fr) * 2006-06-15 2007-12-21 Railpower Technologies Corp. Sélection de locomotive à multiples sources de puissance
US8220572B2 (en) 2006-06-15 2012-07-17 Railpower, Llc Multi-power source locomotive selection
US9248825B2 (en) 2007-05-16 2016-02-02 General Electric Company Method of operating vehicle and associated system
CN104661853A (zh) * 2012-09-26 2015-05-27 丰田自动车株式会社 电力供给系统以及用在其中的车辆和管理装置
CN105144539A (zh) * 2013-04-02 2015-12-09 法维莱运输图尔公司 铁路车辆中的辅助供电系统和能量生成模块间的接口设备
CN105144539B (zh) * 2013-04-02 2019-11-01 法维莱运输图尔公司 铁路车辆中的辅助供电系统和能量生成模块间的接口设备
RU2624354C2 (ru) * 2015-09-07 2017-07-03 Галина Александровна Кинева Локомотивная сцепка с двойным питанием приводов
US20180222500A1 (en) * 2015-09-30 2018-08-09 Mitsubishi Electric Corporation System and method for reducing the electric power consumption of railway system
US10195955B2 (en) * 2015-09-30 2019-02-05 Mitsubishi Electric Corporation System and method for reducing the electric power consumption of railway system
WO2019040488A1 (fr) * 2017-08-21 2019-02-28 Vycon, Inc. Systèmes hybrides de récupération d'énergie en bordure de voie
US11623665B1 (en) 2020-07-27 2023-04-11 Knoxville Locomotive Works, Inc. Tri-mode locomotive

Also Published As

Publication number Publication date
US20050279242A1 (en) 2005-12-22
WO2005084335A3 (fr) 2007-03-15

Similar Documents

Publication Publication Date Title
US20050279242A1 (en) Cabless hybrid locomotive
US8371230B2 (en) Rail vehicle system
US7715958B2 (en) Hybrid energy power management system and method
US7231877B2 (en) Multimode hybrid energy railway vehicle system and method
US6615118B2 (en) Hybrid energy power management system and method
US6591758B2 (en) Hybrid energy locomotive electrical power storage system
US6612245B2 (en) Locomotive energy tender
US9193268B2 (en) Hybrid energy power management system and method
US6612246B2 (en) Hybrid energy locomotive system and method
US7430967B2 (en) Multimode hybrid energy railway vehicle system and method
US8112191B2 (en) System and method for monitoring the effectiveness of a brake function in a powered system
US7061131B2 (en) Method and system for optimizing energy storage in hybrid off-highway vehicle systems and trolley connected OHV systems
US20060005738A1 (en) Railroad vehicle with energy regeneration
US8001906B2 (en) Electric drive vehicle retrofit system and associated method
US7723932B2 (en) Propulsion system
US20060005736A1 (en) Hybrid energy off highway vehicle electric power management system and method
US20200207377A1 (en) Railway power system and associated method
US20090125170A1 (en) System and method for optimizing a braking schedule of a powered system traveling along a route
US20060005737A1 (en) Hybrid energy off highway vehicle electric power storage system and method
US20200207376A1 (en) Power system and associated method
JP2004304989A (ja) エネルギ送受制御システム及び鉄道車両駆動システム、並びに鉄道車両
JP4636757B2 (ja) 鉄道車両の駆動装置

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A2

Designated state(s): AE AG AL AM AT AU AZ BA BB BG BR BW BY BZ CA CH CN CO CR CU CZ DE DK DM DZ EC EE EG ES FI GB GD GE GH GM HR HU ID IL IN IS JP KE KG KP KR KZ LC LK LR LS LT LU LV MA MD MG MK MN MW MX MZ NA NI NO NZ OM PG PH PL PT RO RU SC SD SE SG SK SL SM SY TJ TM TN TR TT TZ UA UG US UZ VC VN YU ZA ZM ZW

AL Designated countries for regional patents

Kind code of ref document: A2

Designated state(s): GM KE LS MW MZ NA SD SL SZ TZ UG ZM ZW AM AZ BY KG KZ MD RU TJ TM AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LT LU MC NL PL PT RO SE SI SK TR BF BJ CF CG CI CM GA GN GQ GW ML MR NE SN TD TG

NENP Non-entry into the national phase

Ref country code: DE

WWW Wipo information: withdrawn in national office

Country of ref document: DE

122 Ep: pct application non-entry in european phase