32results about "Electric locomotives" patented technology

This invention discloses a universal battery-powered railcar designed for tunnel operations, comprising a lithium-ion battery flatbed as a mobile base, and a top control assembly and a side control assembly mounted on top of the lithium-ion battery flatbed. A control module and a power module for providing power support to the top and side control assemblies are also connected to one side of the upper part of the lithium-ion battery flatbed. The side control assembly includes a telescopic arm that slides laterally along the vehicle body and a telescopic drive component that drives its movement. A fine-tuning structure is also connected between the lithium-ion battery flatbed and the telescopic drive component. The top control assembly includes a lifting mechanism driven by the power module and a working platform mounted on its top. The advantages of this invention compared to existing technologies are: it provides a convenient and easy-to-use universal battery-powered railcar designed for tunnel operations, integrating movement, lifting, telescopic movement, and fine-tuning, along with its method of use.

Systems and apparatuses include one or more processing circuits comprising one or more memory devices coupled to one or more processors, the one or more memory devices configured to store instructions thereon that, when executed by the one or more processors, cause the one or more processors to: monitor power electronics parameters; compare the parameters to a hardware protection threshold; activate software protection of the power electronics when the parameters are less than the hardware protection threshold; and activate hardware protection logic of the power electronics when the parameters are greater than or equal to the hardware protection threshold.

This application proposes a configuration system and method for distributed power locomotives. The system includes an operation and display module for sending vehicle data of the distributed power locomotives to a central control module; sensors for measuring the weight of the dump trucks and the real-time tilt angle of the distributed power locomotives; a data acquisition module for collecting the weight and real-time tilt angle of the dump trucks; and a central control module for determining the required number of powered dump trucks and the required number of drive mechanisms based on the vehicle data, the weight of the dump trucks, and the real-time tilt angle, and configuring the distributed power locomotives based on the number of powered dump trucks and the number of drive mechanisms. The technical solution proposed in this application can quickly and accurately calculate the required number of powered dump trucks and the required number of drive mechanisms under the current construction environment, and can also flexibly group them based on the required number.

The present invention relates to a configuration and control method for a power conversion device for a hydrogen fuel cell of a hydrogen locomotive, in which the power conversion device for a hydrogen fuel cell of a hydrogen locomotive comprises a triple-active-bridge (TAB) converter to electrically insulate a hydrogen fuel cell and a battery. According to the present invention, the hydrogen fuel cell and the battery are both electrically insulated, thus enhancing system reliability, and are both controllable under the operating conditions of railroad vehicles.

A control apparatus includes: a current detection unit detecting rotary machine current flowing to a rotary machine; a position estimation unit calculating an estimate value of a rotor position based on the rotary machine current; a current control unit generating a first voltage command being a command value of rotary machine voltage for driving the rotary machine, based on a detection value of the rotary machine current and the estimate value of the rotor position; a position estimation voltage generation unit generating high-frequency voltage based on rotation information regarding direction of rotation of a rotor, the high-frequency voltage being a position estimation voltage for estimating the rotor position and having frequency higher than frequency of the first voltage command; and a voltage application device applying driving voltage to the rotary machine based on a second voltage command obtained by superimposition of the position estimation voltage on the first voltage command.

The invention relates, inter alia, to a method for operating a vehicle (1). In the method according to the invention, during a rescue operation in which the vehicle (1) is towed or pushed, kinetic energy of the vehicle (1) is converted into electrical energy, and this electrical energy is used by the vehicle.

The present invention relates to a propulsion system and energy transfer method of a hydrogen electric locomotive. The propulsion system of a hydrogen electric locomotive according to the present invention comprises: a hydrogen storage container for storing gaseous hydrogen; a hydrogen fuel cell for receiving hydrogen from the hydrogen storage container and generating electricity; a propulsion battery for supplementing electric energy produced by the hydrogen fuel cell; a converter for boosting the energy produced by the hydrogen fuel cell; a variable voltage variable frequency (VVVF) inverter for converting the energy boosted by the converter; a traction motor for moving a railway vehicle by using the energy received from the VVVF inverter; and an auxiliary power supply device for supplying power necessary for the railway vehicle.

The invention relates to a rail vehicle comprising at least two carriages, wherein the ends of adjacent carriages are supported on a common Jacobs bogie, and an electric drive system, wherein the drive system has at least two traction batteries arranged on different carriages, and wherein the traction batteries are connected via at least one high-voltage line. The rail vehicle is characterized in that a section of the at least one high-voltage line is routed over the Jacobs bogie.

The utility model discloses a monorail transport vehicle and transport system relates to transport technical field, including car body, drive wheel, speed reducer, first motor and second motor, car body is used for setting on the track, drive wheel is located on the car body, drive wheel is used for with track contact, drive wheel can rotate, drive wheel rotation can drive car body moves along the track, the speed reducer is equipped with first power input shaft, second power input shaft and total power output shaft, first motor and second motor all are fixed and located on the car body, the power output shaft of first motor is connected with first power input shaft transmission, the power output shaft of second motor is connected with second power input shaft transmission, total power output shaft is connected with drive wheel transmission, total power output shaft can provide power for drive wheel rotation, the utility model discloses can effectively improve the load capacity and the adaptability to environment.

This application discloses a highly integrated roof assembly for rail transit vehicles, relating to the technical field of rail transit vehicle components. It includes a main roof structure composed of an upper panel, a lower panel, and a core layer. A load-bearing frame is integrated with the main roof structure to support and transfer loads to the vehicle body. Air ducts and cable trays are located inside the main roof structure for ventilation and electrical wiring harness arrangement, respectively. A mounting frame is located on top of the main roof structure, with several mounting interfaces for installing air conditioning units and power battery modules. Additionally, components such as heat dissipation plates are provided to assist in heat dissipation. This application achieves a high degree of functional integration. Through a rational structural design, it integrates multiple roof functions while ensuring good ventilation and heat dissipation performance, making the roof structure more stable and reliable.

A method for managing power consumption of a railway vehicle is provided. The power consumption of the railway vehicle is managed by a central control unit of the railway vehicle. The central control unit receives information representing an amount of electrical traction power required for traction or generated by electrodynamic braking based on a traction demand set by the driver of the railway vehicle. The central control unit additionally receives information representing an amount of electrical auxiliary power demanded by auxiliary devices from control units of the respective auxiliary devices. The total available electrical power, which can be provided by the energy supply line for the railway vehicle, is determined. The central control unit prioritizes operation of the auxiliary devices based on the total available electrical power and the electrical traction power required for traction to selectively reduce consumption of electrical energy by all or selected auxiliary devices if a sum of the electrical traction power required for traction and the electrical auxiliary power demanded by auxiliary devices exceeds the total available electrical power.

To provide a transport vehicle having excellent transport efficiency when transporting an article while rotating around a circular route having at least a partial arc-shaped section while maintaining an orientation of a vehicle body.SOLUTION: A transport vehicle (1) includes a vehicle body (2), a drive unit (3), and a coupling device (4) that couples the vehicle body (2) and the drive unit (3). The drive unit (3) includes wheels, a travel drive source that drives and rotates the wheels, and a steering device that turns the wheels around a steering axis (Xs). The coupling device (4) includes a mounting portion (41) that is attached to the vehicle body (2), and an adjustment mechanism that can change a reference direction (R) around the steering axis (Xs) with respect to a front-rear direction (L) of the vehicle body (2) by changing a mounting attitude of the mounting portion (41) relative to the vehicle body (2).SELECTED DRAWING: Figure 6

A rail vehicle system (100) comprises bogies (2a, 2b), AC electric motors (4a, 4b) installed on bogie (2a), AC electric motors (7a, 7b) installed on bogie (2b), and a power conversion device (9) that controls the operation of the AC electric motors (4a, 4b, 7a, 7b). The AC electric motors (4a, 4b) installed on bogie (2a) are always operated as driving AC electric motors, and the AC electric motors (7a, 7b) installed on bogie (2b) are always operated as regenerative braking AC electric motors.

Lathe control device (100; 100A; 100B) which includes: a current sensing unit (2) for sensing a lathe current (i u , i v i w ), which flows to a lathe (1); a position estimation unit (4) for calculating an estimate (θ L ) a rotor position based on the lathe current (i u , i v , i w ), where the rotor position is position information about a rotor (1b) of the lathe (1); a current control unit (5; 5B) for generating a first voltage command (V u *, V v *, V w *) based on a measured value of the lathe current (i u , i v , i w ) and the estimated value (θ L ) the rotor position, where the first voltage command (V u *, V v *, V w*) is a command value of a lathe voltage for controlling the lathe (1); a position estimation voltage generation unit (30; 30A) for generating a high-frequency voltage (V uh , V vh , V wh ) based on rotation information (ω L ; Rev) with respect to a direction of rotation of the rotor (1b), wherein the high-frequency voltage (V uh , V vh , V wh ) is a position estimation voltage for estimating the rotor position, where the high-frequency voltage (V uh , V vh , V wh ) has a frequency higher than a frequency of the first voltage command (V u *, V v *, V w *) is; and a voltage application device (3) for applying a control voltage to the lathe (1) based on a second voltage command (V up *, V vp *, V wp *) , where the second voltage command (V up *, V vp *, Vwp *) is a voltage command resulting from a superposition of the position estimation voltage (V uh , V vh , V wh ) via the first voltage command (V u *, V v *, V w *) is obtained; wherein the position estimation voltage generation unit (30; 30A) generates the high-frequency voltage (V uh , V vh , V wh ) is generated, so that an upper sideband is constantly generated.

This application discloses a hibernation control method, system, and related devices for a fully automated driverless train, relating to the field of rail transit. The method includes: responding to a hibernation request from the fully automated driverless train, performing an overall status check on the train; if successful, sequentially performing hibernation checks on the air compressor, power equipment, auxiliary power supply system, battery, main circuit breaker, and pantograph; if at least one of the hibernation checks for the air compressor, power equipment, auxiliary power supply system, battery, main circuit breaker, and pantograph has a problem, then determining a fault in the fully automated driverless train based on the problematic hibernation check and outputting the smallest troubleshooting unit for the fault; if none of the hibernation checks for the air compressor, power equipment, auxiliary power supply system, battery, main circuit breaker, and pantograph have problems, then controlling the fully automated driverless train to enter a hibernation state. This application can realize hibernation detection for fully automated driverless trains.

To efficiently transport and supply an energy source such as electricity by a train.SOLUTION: A train 100 comprises: a locomotive 10 having power; and one or a plurality of traction vehicles towed by the locomotive 10. The traction vehicles include a vehicle 20 having holding means of an energy source, and are configured to be able to supply electricity based on the energy source to a power system or another power facility while the holding means is loaded on the vehicle 20. Specifically, the traction vehicles include a battery vehicle 20 having a battery as the holding means, and a transformer vehicle 30 having a transformer that transforms electricity stored in the battery.SELECTED DRAWING: Figure 1

This invention discloses an electric locomotive and its power supply system and control method. The power supply system further includes a traction battery pack, a first control switch, a bidirectional charger, and a second control switch. The traction battery pack is connected to a control load via the first control switch, which is a manual switch. The control load includes a charger control device. The traction battery pack is also connected to the bidirectional charger via the second control switch. The bidirectional charger is connected to the auxiliary power supply device and different loads. This invention eliminates the need for a control battery and its charger, supplying power to the control load from the traction battery pack or from the overhead contact line converted by the bidirectional charger. This solves the problems of limited usage scenarios caused by the control battery's inability to perform traction self-propelled operation and power supply during maintenance windows, as well as the space occupied in the machine room due to the additional traction battery pack.

A semiconductor device of an embodiment includes a silicon carbide layer including a first face parallel to a first direction, a first trench and a second trench extending in the first direction, a first gate electrode in the first trench, a second gate electrode in the second trench, an n-type first silicon carbide region, a p-type second silicon carbide region between the first silicon carbide region and the first face, an n-type third silicon carbide region between the second silicon carbide region and the first face, a p-type fourth silicon carbide region at a bottom of the first trench, and a fifth silicon carbide region at a bottom of the second trench. A width of the fourth silicon carbide region is less than a width of the first trench, and a length of the fourth silicon carbide region is more than the width of the fourth silicon carbide region.

The utility model provides a new energy long steel rail pusher, relate to new energy track laying equipment technical field, this new energy long steel rail pusher includes pusher car frame, battery pack and hoist and carry device, the battery pack is installed in the top of pusher car frame, just below battery pack or along the width direction side of pusher car frame has the space for steel rail to pass, the hoist and carry device is installed in pusher car frame, and is configured as hoist and carry battery pack, the utility model discloses a new energy long steel rail pusher reduces the difficulty of new energy long steel rail pusher replacement battery, effectively improved the replacement efficiency of battery pack.

In one embodiment, a method includes determining, by an auxiliary power controller, a first selection of one or more power input sources from a plurality of power input sources. The method also includes determining, by the auxiliary power controller, a first selection of one or more power consuming devices from a plurality of power consuming devices. The method further includes managing, by the auxiliary power controller, transfer of auxiliary power from the first selection of the one or more power input sources to the first selection of the one or more power consuming devices.

The utility model provides a new energy long rail tractor belongs to new energy track laying equipment technical field, this new energy long rail tractor includes tractor car body, battery pack, hoist cooperation piece and hoist device, battery pack dismounts formula installation in the top of tractor car body, and is used to provide electric energy to new energy long rail tractor, hoist cooperation piece with battery pack fixed connection, hoist device installs in tractor car body, and is used to cooperate with hoist cooperation piece to hoist and transport battery pack, the utility model discloses a new energy long rail tractor can reduce the difficulty of new energy long rail tractor battery replacement, to improve the battery pack replacement efficiency.

The present invention discloses a low-altitude sightseeing vehicle with a single-rail suspension form for scenic areas, which includes a first cockpit, a second cockpit, a locomotive power cabin, a passenger cabin, a current collector, a first electric drive unit, a second electric drive unit, a first brake, a second brake, an overspeed trigger, a first suspension trolley, a second suspension trolley and an I-beam track. The first cockpit is connected to the locomotive power cabin, the locomotive power cabin is connected to the I-beam track through the first suspension trolley, the first brake is arranged on the first suspension trolley, the passenger cabin is connected to the I-beam track through the second suspension trolley, the locomotive power cabin is connected to one end of the passenger cabin through the first electric drive unit, the first electric drive unit is connected to the I-beam track, the overspeed trigger is arranged on the I-beam track and connected to the passenger cabin, the second cockpit is connected to the I-beam track through the second suspension trolley, the second cockpit is connected to the other end of the passenger cabin through the second electric drive unit, and the second brake is arranged on the second suspension trolley. The present invention uses the top rigid I-beam track for bearing and guiding, eliminating the risk of falling, and having higher safety than the cable-type track, and is suitable for the sightseeing field.

This utility model discloses a remote-controlled underground electric locomotive, specifically an underground remote-controlled electric locomotive. It includes a locomotive body, an electrical control system, a wireless remote control transmitter module connected to the electrical control system, and a wireless receiver control module installed on the locomotive body and connected to the electrical control system. A safety interlock module disables the remote control function when the locomotive is in a non-zero gear position. The wireless receiver control module responds to the signal from the wireless remote control transmitter and controls the locomotive body to perform inching or continuous slow-speed operation. By adding a remote control transmitter and receiver to the electric locomotive's electrical control system, the locomotive operator can remotely operate the locomotive from outside the vehicle, reducing the time spent on repeated adjustments during loading and unloading of mine cars, lowering labor costs and reducing the risk of personnel exposure to hazardous environments. Simultaneously, it enables precise control, reducing the probability of mine car collisions and derailments, and extending the service life of the locomotive and tracks.

This application relates to the field of electric locomotive technology, and in particular to a quick-release and installation guide rail device for the main transformer of an electric locomotive. The device includes a first rail, a second rail, and a crossbeam. The first rail is fixedly connected to the crossbeam by bolts. The first and second rails are symmetrically arranged around the crossbeam. Each of the first and second rails has a disassembly and assembly mechanism on one side. This application enables the first and second lifting blocks to quickly position and fix the lifting assembly by clamping the T-shaped blocks on both sides of the rail body, thereby achieving the effect of conveniently lifting the rail body using the lifting assembly. The symmetrical arrangement of the lifting blocks and the connecting structure of the screw ensures balanced force during lifting, improving the stability and efficiency of the disassembly and assembly operation.

A bogie for a rail-based vehicle, such as a train or tram. The bogie comprises one or more rail wheel arrangements, each having two rail wheels. The rail wheels are driven by a motor arrangement, comprising one or more electrical motors. The operation of the motor arrangement is controlled by alternating signals provided by an inverter arrangement formed in the bogie. The inverter arrangements converts a direct current (power supply) to one or more alternating currents, or one or more alternating current power supplies, for controlling the torque applied by the electrical motor(s) of the motor arrangement.