7947results about "Electrodynamic brake systems" patented technology

A network of collection, charging and distribution machines collect, charge and distribute portable electrical energy storage devices (e.g., batteries, supercapacitors or ultracapacitors). To charge, the machines employ electrical current from an external source, such as the electrical grid or an electrical service of an installation location. By default, each portable electrical energy storage device is disabled from accepting a charge unless it receives authentication information from an authorized collection, charging and distribution machine, other authorized charging device, or other authorized device that transmits the authentication credentials. Also, by default, each portable electrical energy storage device is disabled from releasing energy unless it receives authentication information from an external device to which it will provide power, such as a vehicle or other authorization device.

A network of collection, charging and distribution machines collect, charge and distribute portable electrical energy storage devices (e.g., batteries, supercapacitors or ultracapacitors). To avoid theft and tampering of the portable electrical energy storage devices, by default, each portable electrical energy storage device is locked in and operably connected to the vehicle to which it provides power unless the vehicle comes within the vicinity of a collection, charging and distribution machine or other authorized external device such as that in a service center. Once within the vicinity of a collection, charging and distribution machine or other authorized external device a locking mechanism in the vehicle or within the portable electrical energy storage device unlocks and allows the portable electrical energy storage device to be exchanged or serviced.

A method and system for efficient distribution of power using wireless means, and a system and method for wireless power distribution to provide electric devices, such as vehicles with a way to continuously and wirelessly collect, use and charge their power systems and thereby use the transmitted power for operation. The system and method allows a hybrid, simplified and less costly way to charge devices, such as vehicles so that the devices continuously operate while charging/recharging.

Described herein are devices, systems, and methods for managing the power consumption of an automotive vehicle, and thereby for optimizing the power consumption of the vehicle. The devices and systems for managing the power consumption of the vehicle typically include power management logic that can calculate an applied power for the vehicle engine based on information provided from the external environment of the vehicle, the operational status of the vehicle, one or more command inputs from a driver, and one or more operational parameters of the vehicle.

A plug-in hybrid propulsion system includes a fast energy storage device that preserves battery life, where the energy storage elements of the hybrid drive train may be charged with externally supplied electricity as well as energy from the engine or regenerative braking. Electronic switches, passive electronics, an enclosure, controller circuitry, and/or control algorithms are used to manage the flow of power between a fuel powered engine, a battery, a fast energy storage system, traction motors, a charger, ancillary systems, an electrical distribution system, and/or a drive train.

A railroad vehicle (1500) for carrying freight is described. The railroad vehicle (1500) comprises power regeneration capability through a traction motor (1530) linked to a driving wheel (1520D), an electrical energy storage system (1550), a controller (1570) that may selectively operate the traction motor (1530) in a motoring mode, a coasting mode, or a dynamic braking mode. In the dynamic braking mode electrical energy from the traction motor (1530) is transmitted to the electrical energy storage system (1550). The controller (1570) is in communication with a communication link (1580) that receives control commands from an external control source (1595), and those control commands indicate the operating mode for a particular period of time.

A gas-sparing vehicle is achieved by a control system for a hybrid vehicle equipped at least with: a hybrid engine which includes at least a first rotary electric unit for deciding the rpm of the engine and a second rotary electric unit for deciding the driving force of the vehicle and which has power converting means connected to the output shaft of the engine; and electricity storing means. In one embodiment, a hybrid controller 16 controls the drive of a first rotary electric unit 2000 according to a startup torque command value which is decided based on the rpm of an engine at the time of engine startup and which decreases as the rpm increases; it also determines that the complete explosion in an engine 1 has occurred when the startup torque command value falls below a predetermined complete explosion judgment value.

This invention relates to a Start-Stop method for a heavy-duty hybrid vehicle that turns off the internal combustion engine when the vehicle stops or, optionally, when the vehicle travels downhill. The Stop-Start method automatically restarts the internal combustion engine when the vehicle starts accelerating or is no longer traveling downhill. The software instructions for the Stop-Start method reside within the programming of the hybrid vehicle control computer as a subset of the hybrid vehicle control strategy in hybrid-electric or hybrid-hydraulic heavy-duty vehicle. During the time the internal combustion engine is turned off the necessary vehicle accessories operate from the available power of the hybrid high power energy storage.

A start-stop or idle-stop method for a heavy-duty hybrid vehicle that turns off the fuel supply while maintaining the crankshaft rotation of the internal combustion engine when the vehicle stops or, optionally, when the vehicle travels downhill, travels in a noise sensitive location, travels in an exhaust emissions sensitive location, or operates in an emergency situation. The stop-start or idle-stop method automatically turns on the engine fuel supply to restart combustion when the vehicle starts accelerating, is no longer traveling downhill, is no longer traveling in a noise sensitive or exhaust sensitive location, is no longer in an emergency situation, or has dropped below the minimum energy storage restart level.

A multi-port reconfigurable battery has at least one bank of statically joined series connected battery cells, each including a positive and negative pole connected through switches to respective output connections on at least one port. Processor controlled switches reconfigure the cells to provide power for electrical loads on one or more ports and simultaneously provide charging on one or more other ports. An alternative configuration divides groups of series connected cells into separate battery banks that permit other configurations. Ports are configurable to share one electrically common connection with other ports providing a simplified configuration (multi-tap reconfigurable battery). Applications include selectable motor speed control and battery regeneration schemes matched to motor output, and single or multiphase AC power output at selectable frequencies for use as an Uninterruptible Power Supply. The battery is also described as a power source for a forced-air induction system (e.g. electric supercharger) for a combustion engine.

A self-powered railroad system (1700), in one embodiment, comprises a locomotive (1710), a control source (1715), and a plurality of load units (1720A-K and 1730A-G), some of which are railroad vehicles (1720A-K) comprising the components of railroad vehicle (1500) that provide for selective operation in a motoring mode, a coasting mode, or a dynamic braking mode. The self-powered railroad system may also comprise a control source and at least one railroad vehicle controlled by the control source, such as for coupling, uncoupling, and moving to or from a loading dock.

A double clutch transmission is described that ideally changes torque received from an engine and a motor by providing an optimal layout in power transmission scheme and motor location. Such a double clutch transmission is optimally adapted to a hybrid electric vehicle, and an optimal operation method for such a double clutch transmission is also provided, overcoming inefficiency in application of a conventional CVT to an HEV.

A power source apparatus mounted to a vehicle is equipped with a lead-acid battery and a lithium battery. An open circuit voltage and an internal resistance of each of the batteries are determined to satisfy the following conditions (a1), (a2), and (a3): (a1) In the use range of SOC of the lead-acid battery and the use range of SOC of the lithium battery, there is an equal voltage point Vds at which the open circuit voltage V0 (Pb) of the lead-acid battery becomes equal to the open circuit voltage V0 (Li) of the lithium battery; (a2) The relationship of V0 (Li)>V0 (Pb) is satisfied in the upper limit side of the use range of SOC of the battery; and (a3) A terminal voltage Vc (Li) of the lithium battery is not more than a set voltage Vreg of a regulator when a maximum current flows in the lithium battery.

A refrigerated truck has a power management system for optimally distributing power between one or more energy sources, energy sinks, or energy storage components on the refrigerated truck. One such power consuming component includes a refrigeration unit that cools a refrigerated compartment of the refrigerated truck. Particularly with regard to this refrigeration unit, the power management system is operative to direct power from multiple power sources to the refrigeration unit so as to efficiently use available power. To do so, the power management system dynamically determines the availability of certain power sources and selects a preferred power source based on availability and a defined order of power source preference. For example, one defined order of power source preference may include, in order of preference upon availability, a shore power source, a truck engine generator drivingly connected to the refrigerated truck's engine, one or more auxiliary power sources, and a stand alone refrigerator unit engine.

Methods and systems are provided for controlling a power transfer rate in to and/or out of a vehicle energy storage device to affect a current state of charge of the energy storage device. The vehicle may be on a mission comprising a plurality of future power transfer opportunities. In one example, the method comprises adjusting the power transfer rate based on an estimated duration of a future power transfer opportunity. Further, the method may include, if the estimated duration of the future power transfer opportunity is different from a predetermined threshold, changing the power transfer rate at the future power transfer opportunity. The method allows the operating life of the energy storage device to be extended.

Vehicle operation (e.g., speed, acceleration) may be limited based on various conditions such as a current charge condition of an electrical energy storage devices (e.g., batteries, super- or ultracapacitors), history of such, conditions related to the vehicle (e.g., mileage, weight, size, drag coefficient), a driver or operator of the vehicle (e.g., history with respect to speed, acceleration, mileage) and/or environmental conditions (e.g., ambient temperature, terrain). A controller may control operation of one or more power converters to limit current and/or voltage supplied to a traction electric motor, accordingly.

A propulsion energy storage control system and method of control interspersed between a heavy duty hybrid-electric drive system and its propulsion energy storage. The control system having an energy storage DC bus, electrical interfaces to the drive system and a plurality of propulsion energy storage subsystems, DC-to-DC converters at each interface, and a controller configured to operate each DC-to-DC converter independently such that power flow may charge, discharge, and shuttle between the plurality of propulsion energy storage subsystems.

Strategies other than immediate elimination of regenerative braking (FIG. 2) are invoked when an incipient wheel lock-up is detected, the ABS becomes active, and/or incipient wheel slip is detected. The strategies include: reducing the regenerative braking torque as a function of the coefficient of friction of a surface on which the vehicle is traveling (FIG. 3); and adjusting regenerative braking in relation to the rate at which wheel slip is changing (FIG. 4). Some of the strategies may be applied on an individual wheel basis (FIG. 5), and some of the strategies may be applied in conjunction with operating friction brakes of the vehicle to apply at least some of the reduction in regenerative braking torque as friction brake torque (FIG. 1).