26results about "Interference suppression" patented technology

A propulsion controller includes a controller that performs mode switching control and power consumption control, on the basis of a filter capacitor voltage and a main motor speed. The mode switching control switches between an asynchronous mode and a synchronous mode. The power consumption control causes power consumption resistor of a brake chopper circuit to consume regenerative power generated when a main motor operates as a generator. The controller controls an operating point, depending on the position of which the asynchronous mode and the synchronous mode are switched, to a desired position by changing a target value of the filter capacitor voltage controlled by the power consumption control.

A control method and system includes determining a resonant frequency of a vehicle system operably coupled with an external power source providing voltage and current to the vehicle system. A first filter extracts a phase or frequency component from the voltage provided by the external power source to produce a stable voltage component. A second filter extracts a phase or frequency component from the current provided by the external power source to produce a stable current component. The stable voltage component is out of phase with the stable current component. A control input for a converter device of the vehicle system is determined based on the stable voltage component, the stable current component, and the resonant frequency. The stable voltage component, the stable current component, and the control input are communicated with the converter device to change the resonant frequency of the vehicle system.

A method and system include determining a resonant frequency of a vehicle system operably coupled with an external power source that provides voltage and current to the vehicle system. A first filter extracts a phase or a frequency component from the voltage provided by the external power source to generate a stabilizing voltage component. A second filter extracts a phase or a frequency component from the current provided by the external power source to generate a stabilizing current component. The stabilizing voltage component is out of phase with the stabilizing current component. A control input of a converter device of the vehicle system is determined based on the stabilizing voltage component, the stabilizing current component, and the resonant frequency. The stabilizing voltage component, the stabilizing current component, and the control input are communicated with the converter device to change the resonant frequency of the vehicle system.

In a non-contact power supply system, each of a plurality of non-contact power supply devices includes a filter circuit connected to an inverter to convert power supplied from a power source into AC power and including a reactor and capacitors. The non-contact power supply system includes an electrostatic coupler to electrostatically couple one non-contact power supply device to another non-contact power supply device. The electrostatic coupler includes two capacitors electrically connected in parallel, and a different-phase coil between the filter circuit of the one non-contact power supply device and the two capacitors. The different-phase coil includes an inductance component when a short-circuit or a ground fault occurs.

In a non-contact power supply system 110, each of a plurality of non-contact power supply devices 1A, 1B, 1C, 1D, and 1E has a filter circuit 9 connected to an inverter 8 configured to convert power supplied from a power source 2 into AC power, the filter circuit 9 including a reactor and capacitors. The non-contact power supply system 110 includes an electrostatic coupling unit 112 configured to electrostatically couple one non-contact power supply device to another non-contact power supply device, the electrostatic coupling unit 112 having two capacitors C10 and C20 electrically connected in parallel; and a different-phase coil 114 that is provided between the filter circuit 9 of the one non-contact power supply device and the two capacitors C10 and C20, the different-phase coil 114 having an inductance component when a short-circuit or a ground fault occurs.

The invention relates to an electrically operated civil engineering machine and to a method for electrically operating the civil engineering machine, having a mobile carrier device, at least one electrical consumption unit, at least one supply device by means of which electric current is supplied from an external energy source, which supplies electric current in alternating voltage with a first frequency and a first voltage value, the supply device having a first supply unit, which is arranged remote from the mobile carrier device and is connected to the external energy source, and having a second supply unit, which is arranged on the carrier device and is connected to the first supply unit via a connecting line for transmitting electric current. According to the invention, it is provided that the first supply unit has a frequency converter, which converts a frequency of the alternating voltage of the supplied current to a second frequency that is higher than the first frequency, and a first transformer, which increases the alternating voltage to a second voltage value, and that the electric current is transmitted from the first supply unit via the connecting line to the second supply unit on the carrier device with the second frequency and the second voltage.

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: determine a pantograph bounce event based on an input voltage and an input voltage frequency; automatically disable a rectifier in response to determining the pantograph bounce event; record an instant DC link voltage at the time the rectifier is disabled; and set a reference DC voltage to the instant DC link voltage.

A power control system for controlling electric power consumption of an industrial vehicle electrically connected to a power supply installation is described. The power supply installation is adapted to supply the electric power to the industrial vehicle while the industrial vehicle is moving. The power control system includes a positioning module configured for receiving position data indicative of a position of the industrial vehicle within an industrial site, and a controller. The controller is configured for retrieving power availability data, the power availability data being indicative of power consumption constraints at the position of the industrial vehicle, associating the position of the industrial vehicle with the power availability data, and, based on the associating, generating a power consumption control output indicative of a power to be consumed by the industrial vehicle at the position.

A wear indicator system may include a switch assembly having a housing, a wear indicator circuit, and an actuator assembly. The housing may connect to a collector shoe assembly having a collector shoe that slides in contact along a conductor bar of a conductor bar assembly, for transferring electrical power between the collector shoe and the conductor bar. The wear indicator circuit may include a communication unit and a switch unit. The actuator assembly may be operably coupled to the housing and to the switch unit and may track along the conductor bar assembly when the collector shoe assembly moves and may contact the conductor bar assembly to depress to a position to activate the switch unit responsive to the collector shoe reaching a designated wear level. The communication unit may communicate a signal indicative of the designated wear level responsive to the switch unit being activated.

A method for detecting a drop (6) of a pantograph (3) of a vehicle (1), in particular a rail vehicle, from an overhead contact line (2) is presented, comprising: - determining values ​​(WES) of the electric current intensity of an electric current that is transmitted or flows between the overhead contact line (2) and the pantograph (3) during a measurement period; - determining values ​​(WSAN) of a current component of the electric current using the values ​​(WES) of the electric current intensity; - detecting the drop (6) using the values ​​of the current component and a predefined criterion (36). Furthermore, a corresponding device and a vehicle with the device are proposed.

Provided in the present disclosure are a regulating method and system adapted to a traction power supply grid. The regulating system is applied to a traction converter system of train. In regulating system, a grid voltage that the traction power grid currently presents is acquired in real time by a grid voltage monitoring module, whether there is high-frequency resonance phenomenon is determined based on the grid voltage that the traction power grid currently presents by a central control module. If there is currently a high-frequency resonance phenomenon, control signals are sent to individual rectifier modules and / or a drive control module to eliminate the high-frequency resonance phenomenon.

This invention discloses a method for correcting harmonic limits in an electrified railway traction power supply system. First, a two-port network model of harmonic propagation along the line is constructed. Then, based on the load harmonic equivalent model and differences in locomotive load capacity, voltage level, and power factor, a locomotive harmonic model is built, and all parameters are converted to the high-voltage side of the traction transformer. The harmonic voltage generated at the traction substation and the harmonic voltage generated at the grid side after the injection of harmonic current at the traction substation, as well as their ratio, are calculated. Then, based on the two-port network model of harmonic propagation along the line, the grid-side harmonic current is calculated. Finally, based on the grid-side harmonic current, the amplification factor of the grid-side output harmonic current relative to the traction substation input harmonic current is calculated, and the national standard corrected harmonic limit is calculated based on the amplification factor. This invention provides a method for correcting harmonic limits at the traction substation side, correcting the harmonic limit standard at the traction substation side of the line, and ensuring that the grid-side output harmonic current meets the national harmonic standard limits.

A vehicular driving control device comprises: an electric power conversion circuit that is connected to a DC power source and that supplies electric power of the DC power source to an electric motor in accordance with a voltage command; a filter circuit configured to be interposed between the DC power source and the DC side of the electric power conversion circuit and to have a reactor and a capacitor; a variation detection unit for detecting a varying component of the electrical quantity regarding the filter circuit; a torque control unit for generating the voltage command applied to the electric motor in accordance with a torque command or a current command; and a damping control unit for operating the electric power conversion circuit so as to suppress the varying component. The damping control unit operates the electric power conversion circuit in accordance with a damping operation amount based on a first operation amount calculated in accordance with the torque command or the current command and the varying component and a second operation amount calculated in accordance with the varying component and rotation rate information relating to the electric motor. Accordingly, it is possible to provide a vehicular driving control device that performs damping control at a fixed attenuation, regardless of the voltage of DC wires or operating point of the electric motor, with respect to oscillation of capacitor voltage.

This application discloses a regulation method and system adapted to a traction power supply network. This regulation system is applied to a train traction converter system. The regulation system obtains the current grid voltage of the traction network in real time through a grid voltage monitoring module. The central control module determines whether high-frequency resonance is currently occurring based on the current grid voltage of the traction network. If high-frequency resonance is currently occurring, a control signal is sent to each of the rectifier modules and / or transmission control modules to eliminate the high-frequency resonance. This regulation system can prevent the occurrence of high-frequency resonance, or promptly control high-frequency resonance if it has already occurred, thereby preventing the escalation of the accident and enhancing the adaptability of the train to operate in different power supply ranges.

To reduce occupied area of a power transmission device in a wireless power transmission system.SOLUTION: A wireless power transmission system comprises: a first power transmission circuit which outputs first power for transmitting power; a second power transmission circuit which outputs second power for transmitting power; three or more power transmission coils for wirelessly transmitting the first power or the second power; a first power reception coil relatively movable to the power transmission coils to wirelessly receive the first power from any of the power transmission coils; a second power reception coil relatively movable to the power transmission coils to wirelessly receive the second power from any of the power transmission coils; and a first switch which connects the power transmission coil facing the first power reception coil among the power transmission coils with the first power transmission circuit and connects the power transmission coil facing the second power reception coil with the second power transmission circuit.SELECTED DRAWING: Figure 1

In this power conversion device for a railway vehicle, a converter control unit (242) provided in a control device (240) comprises: a relative voltage calculation unit (501) that calculates a relative voltage, which is a reference for current control of a converter (210), on the basis of a detected overhead line voltage value; and a voltage phase estimation unit (502) that estimates, on the basis of the relative voltage, the phase of the AC voltage applied to the auxiliary power supply device (107) during the non-power-supply period. The relative voltage calculation unit (501) includes: a phase difference estimation unit (810) that estimates a phase difference between a first phase and a second phase, the first phase being a phase of a first voltage when the overhead line voltage detected by the ACPT (102) is set to the first voltage after the end of the non-power-supply period, and the second phase being a phase of a second voltage when the overhead line voltage is set to the second voltage after the end of the non-power-supply period; the second phase is the phase of a second AC voltage estimated by a voltage phase estimation unit (502) on the basis of the overhead line voltage detected by the ACPT (102) before the start of the non-power supply period; and a switching unit (820) that switches a symbol of a frequency correction amount for correcting the frequency of the second voltage on the basis of an estimated phase difference, which is an estimated value of the phase difference.

The disclosure relates to an inrush current controller for a mining / construction vehicle The inrush current controller (100) comprises: an input (102) configured to be electrically connected or disconnected to an electrical power grid (200); an output (104) configured to be electrically connected or disconnected to a first mining / construction vehicle (300); an inrush current limiter (110) connected between the input (102) and the output (104) and configured to limit or eliminate an inrush current when activated; and a controller (120) configured to: receive a first information element (IE1) indicating an inrush current event associated with a second mining / construction vehicle (300´); and control the inrush current limiter (110) based on the first information element (IE1). Furthermore, the disclosure also relates to a corresponding method and a mining / construction vehicle comprising such an inrush current controller.

A wireless power transmission system includes a first power transmission circuit configured to output first power to be transmitted, a second power transmission circuit configured to output second power to be transmitted, a plurality of power transmission coils, a first power reception coil configured to be movable relative to the plurality of power transmission coils and wirelessly receive the first power from one of the power transmission coils, a second power reception coil configured to be movable relative to the plurality of power transmission coils and wirelessly receive the second power from one of the power transmission coils, and a first switch configured to connect a power transmission coil opposed to the first power reception coil among the plurality of power transmission coils to the first power transmission circuit, and connect a power transmission coil opposed to the second power reception coil to the second power transmission circuit.

A wear indicator system may include a switch assembly having a housing, a wear indicator circuit, and an actuator assembly. The housing may connect to a collector shoe assembly having a collector shoe that slides in contact along a conductor bar of a conductor bar assembly, for transferring electrical power between the collector shoe and the conductor bar. The wear indicator circuit may include a communication unit and a switch unit. The actuator assembly may be operably coupled to the housing and to the switch unit and may track along the conductor bar assembly when the collector shoe assembly moves and may contact the conductor bar assembly to depress to a position to activate the switch unit responsive to the collector shoe reaching a designated wear level. The communication unit may communicate a signal indicative of the designated wear level responsive to the switch unit being activated.

A method for improving track signal compatibility of an alternating-current drive locomotive. Throughout the entire speed range of locomotive operation, control of an inverter of a traction converter is implemented using a combination of random switching frequency control and fixed switching frequency control, effectively avoiding a track harmonic current generated by IGBT chopper control, and thus suppressing the amplitude of the track harmonic current. The method solves the problem in the prior art that it is difficult to improve the track signal compatibility of the alternating-current drive locomotive.

In a non-contact power supply system 110, each of a plurality of non-contact power supply devices 1A, 1B, 1C, 1D, 1E has a filter circuit 9 including a reactor and a capacitor and connected to an inverter 8 which converts power supplied from a power source 2 into AC power. The non-contact power supply system 110 is provided with: an electrostatic coupling unit 112 which electrostatically couples one non-contact power supply device and another non-contact power supply device and has two capacitors C10, C20 electrically connected in parallel; and different-phase coils 114 which are respectively provided between the filter circuit 9 of one non-contact power supply device and the two capacitors C10, C20 and which have inductance components for when a short circuit or a ground fault occurs.

A method is presented for detecting a lowering of a current collector of a vehicle, in particular a rail vehicle, from a contact line, the method comprising: determining values of the electric current intensity of an electric current that is transmitted or flows between the contact line and the current collector in a measuring period; determining values of a current component of the electric current with the aid of the values of the electric current intensity; detecting the lowering with the aid of the values of the current component and a predefined criterion. Furthermore, a corresponding apparatus and a vehicle comprising the apparatus are disclosed.

The invention relates to vehicles, in particular rail vehicles, equipped with inverters. The invention relates, among other things, to a vehicle, in particular a rail vehicle (10), with an inverter (100) having a first connection side (101) having a first and a second connection (A11, A12) and a second connection side (102) having a first and a second connection (A21, A22), wherein the inverter (100) comprises a first, second, third and fourth switch (S1-S4) and a control unit (110) for controlling the four switches (S1-S4).According to the invention, the first and second switches (S1-S2) are each different from the third and fourth switches (S3-S4) in that the switching losses of the first and second switches (S1-S2) are each smaller than the switching losses of the third and fourth switches (S3-S4), and the control device (110) is designed such that it always switches the first and second switches (S1-S2) at a higher switching frequency than the third and fourth switches (S3-S4).

The present invention provides a wiring circuit for a semiconductor device and a control method thereof, a semiconductor device, a power conversion device, and an electrical system for a railway vehicle, which can prevent malfunction caused by noise while increasing the speed or reducing the loss of switching operations. The wiring circuit (4, 5) of the semiconductor device is connected between the semiconductor devices (1, 2) constituting a branch in the power conversion device and a drive circuit (3) driving the semiconductor device. The wiring circuit (4, 5) of the semiconductor device includes an inductor (11, 12, 13, 14) and an impedance circuit (51, 52, 53, 54) including a switch (15, 16, 17, 18) and connected in parallel with the inductor.

Systems and apparatus include one or more processing circuitry including one or more memory devices coupled to one or more processors, the one or more memory devices configured to store instructions thereon, the instructions when executed by the one or more processors, and the one or more memory devices configured to store instructions on the one or more processors. Causing the one or more processors to: determine a pantograph bounce event based on an input voltage and an input voltage frequency; automatically disabling a rectifier in response to determining the pantograph bounce event; recording an instantaneous DC link voltage when the rectifier is disabled; and setting a reference DC voltage to the instantaneous DC link voltage.

In a railway vehicle power converter device, a converter control unit (242) of a control device (240) comprises a counter voltage calculation unit (501) that calculates a counter voltage serving as a reference for current control of a converter (210) based on a detection value of a car voltage, and a voltage phase estimation unit (502) that estimates a phase of an AC voltage applied to an auxiliary power supply device (107) during a power-free period based on the counter voltage.The counter voltage calculation unit (501) comprises: a phase difference estimation unit (810) that estimates a phase difference between a first phase, which is a phase of a first voltage, and a second phase, which is a phase of a second voltage, wherein the first voltage is a carriage voltage detected by an ACPT (102) after the power-free period ends, wherein the second voltage is an AC voltage estimated by the voltage phase estimation unit (502) based on a carriage voltage detected by the ACPT (102) before the power-free period begins; and a switching unit (820) that switches a sign of a frequency correction quantity for correcting a frequency of the second voltage based on an estimated phase difference, which is an estimated value of the phase difference.