1789results about "Propulsion by capacitors" patented technology

Described herein are improved capabilities for a source resonator having a Q-factor Q1>100 and a characteristic size x1 coupled to an energy source, and a second resonator having a Q-factor Q2>100 and a characteristic size x2 coupled to an energy drain located a distance D from the source resonator, where the source resonator and the second resonator are coupled to exchange energy wirelessly among the source resonator and the second resonator.

A high power wireless resonant energy transfer system transfers energy across an airgap.

A method for pay-per-use, self-service charging of electric storage power systems of electric automobiles, said automobiles charged via electrical connections to a provided curbside charging station, said charging station automatically modifying grid electricity to be suitable for charging an array of said automobiles, said charging station also automatically securing electricity at off-peak rates when available and storing same for subsequent use.

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 vehicle charging station is provided. The vehicle charging station includes a charging source providing an electrical charge, a coolant source providing coolant and a connector having both an electrical supply section delivering the electrical charge and a coolant supply section delivering the coolant. The connector is capable of connecting to a vehicle. A connector for a vehicle charging station and an electric vehicle are also provided.

The invention provides systems and methods for connecting an electric or hybrid electric vehicle to a charging station. Automated charging and docking processes may be provided. In some embodiments, a vehicle arrival and position may be detected. The vehicle may be charged with a charging arm and some automated vehicle positioning may occur. The vehicle may be charged and released. Fault detection may occur.

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.

An integrated drive system assembly is provided that combines an electric motor, a power inverter assembly and a gearbox into a single, multi-piece enclosure. Combining these components into a single enclosure reduces weight, reduces drive system complexity, reduces system volume, simplifies assembly integration into an electric vehicle, reduces manufacturing cost, allows the flexible and lengthy electrical cables between the power inverter and the electric motor to be replaced with short, low loss, rigid bus bars, and simplifies component cooling by allowing the use of a common thermal management system. The common thermal management system includes a liquid coolant loop that is thermally coupled to the electric motor, the power inverter assembly and the gearbox.

A hybrid power plant (5) for an aircraft (1) comprises at least: a hybrid drive system (37) having a main on-board electricity network (16) and an auxiliary electricity network (34); and a selective adaptation interface (38) arranged to enable electrical energy to be exchanged selectively between the main and auxiliary electricity networks (16; 34). At least one engine and a hybrid drive auxiliary electrical machine (7, 31) are mechanically connected to a transmission (8); said machine (7) being electrically connected to at least one auxiliary electrical bus (36) in parallel with at least one auxiliary device for delivering electric charge.

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.

An electrical energy capture system for use in connection with a hybrid energy off highway vehicle system of a off highway vehicle. The hybrid energy off highway vehicle system includes an off highway vehicle, a primary power source, and an off highway vehicle traction motor propelling the off highway vehicle in response to the primary electric power. The off highway vehicle traction motor has a dynamic braking mode of operation generating electrical energy. The electrical energy capture system includes an energy management processor carried on the off highway vehicle. The capture system also includes an off highway vehicle electric generator connected to and driven by the primary power source for selectively supplying primary electric power, wherein the generator is responsive to said processor. An electrical energy storage device is carried on a off highway vehicle and is in electrical communication with the off highway vehicle traction motor. The storage device is responsive to the processor, selectively stores electrical energy generated in the dynamic braking mode, and selectively provides secondary electric power from said stored electricity electrical energy to the off highway vehicle traction motor. The off highway vehicle traction motor is responsive to the secondary electric power. The processor provides a first control signal to the electrical energy storage device to control the selective storing of the electrical energy generated in the dynamic braking mode, and to control the selective providing of secondary electric power to the off highway vehicle traction motor. The processor also provides a second control signal to the generator for controlling the selective supplying of primary electric power to the off highway vehicle traction motor.

Described herein are improved capabilities for a system and method for wireless energy distribution across a vehicle compartment of defined area, comprising a source resonator coupled to an energy source of a vehicle and generating an oscillating magnetic field with a frequency, and at least one repeater resonator positioned along the vehicle compartment, the at least one repeater resonator positioned in proximity to the source resonator, the at least one repeater resonator having a resonant frequency and comprising a high-conductivity material adapted and located between the at least one repeater resonator and a vehicle surface to direct the oscillating magnetic field away from the vehicle surface, wherein the at least one repeater resonator provides an effective wireless energy transfer area within the defined area.

The integrated automotive HVAC / PTC system of the present invention includes a bi-fluidic heat exchanger between an air conditioning subsystem and a heating subsystem which enables heat extracted during dehumidification of the ventilation air to be transferred into dehumidified ventilation air. The HVAC / PTC system includes reconfigurable coolant loops and reconfigurable refrigerant loops, some of which act in concert and some of which may be isolated. Power train components, including the power supply, may be grouped by heat transfer requirements and may be cooled or heated as needed. Power train cooling is accomplished with coolant in the heating subsystem chilled by the air conditioning system.

A dual mode, thermal management system for use in a vehicle is provided. At a minimum, the system includes a first coolant loop in thermal communication with a battery system, a second coolant loop in thermal communication with at least one drive train component (e.g., electric motor, power electronics, inverter), and a dual mode valve system that provides means for selecting between a first mode where the two coolant loops operate in parallel, and a second mode where the two coolant loops operate in series.

A self-learning assisted hybrid vehicle system that includes a main power source for providing power to the vehicle, a supplemental power source for providing supplemental power for providing power to the vehicle and an electric motor or other mechanical system for driving the vehicle. The system also includes a self-learning controls unit that receives and stores information from a plurality of inputs associated with the vehicle. The self-learning controls unit uses the information to make predictions about future driving conditions of the vehicle to efficiently utilize the power sources of the hybrid vehicle.

A hybrid electric vehicle drive system comprises a first power bus electrically coupled to a motive power subsystem and a drive wheel propulsion assembly; a second power bus electrically coupled to the first power bus and a plurality of energy storage subsystems, wherein the first power bus is configured to allow electrical power to be transmitted among the motive power subsystem, the drive wheel propulsion assembly, and the second power bus, and wherein the second power bus is configured to allow electrical power to be transmitted among the plurality of energy storage subsystems and the first power bus.

A fuel cell system that employs a super capacitor and battery electrically coupled in series with each other and in parallel with a fuel cell stack on a power bus line. As the voltage on the power bus line changes over the operating requirements of the system, the super capacitor is charged and discharged over a relatively large voltage swing, such as an 85% SOC swing. The super capacitor equalizes or voltage matches the voltage variation on the power bus line as set by the stack voltage to the voltage of the battery. Therefore, the battery, while providing the majority of the energy and power during charge and discharge, has a relatively small defined SOC swing, which acts to maintain the battery life. The system can also include a diode electrically coupled in parallel with the super capacitor that provides reverse voltage protection and electrical power by-pass.

A method for equalizing a storage parameter for a vehicle energy storage system having one or more energy storage banks associated therewith includes identifying a quiescent period of operation for the vehicle, and determining whether the value of a defined storage quantity for a first energy storage bank differs from the value of said defined storage quantity for a second energy storage bank by a threshold amount. During the quiescent period of operation, one of said first and second energy storage banks is discharged and the other of the first and second energy storage banks is charged. The one of the first and second energy storage banks corresponds to the bank having the value of the defined storage quantity exceeding the value of the defined storage quantity of the other of said first and second energy storage banks.

A method of operating a plug-in hybrid electric vehicle is provided including the steps of: A) determining whether the plug-in hybrid electric vehicle is receiving power from an external power source; B) disabling the operation of the plug-in hybrid electric vehicle and executing a thermal program if the plug-in hybrid electric vehicle is receiving power from the external power source, wherein the thermal program includes charging a high voltage battery and monitoring the state of charge of the high voltage battery; C) determining if the plug-in hybrid electric vehicle continues to receive power from the external power source; and D) enabling operation of the plug-in hybrid electric vehicle if the plug-in hybrid electric vehicle is no longer receiving power from the external power source.

A system and related method for a regenerative braking system on a towed vehicle, such as a trailer or semi-trailer. The system provides power and braking to the respective trailer wheels, as needed, to help stabilize the trailer. Power is regenerated during braking. While batteries may be used to store the energy, the system also may use capacitive storage units, which charge and discharge large amounts of energy at a fast rate. A multiple-axis sensor system in conjunction with wheel sensors, load sensors, and proportional control of the brakes and motor power to the axles and wheels, is used to achieve superior load stabilization. The invention can be easily retrofit into new or used trailers, and is self-contained with low maintenance.

A hybrid electric vehicle includes a high voltage DC bus and an internal combustion engine. The internal combustion engine is mechanically coupled to a non self-excited generator / motor which is preferably a switched reluctance machine. A power inverter electrically and bidirectionally couples the high voltage DC bus to the non self-excited switched reluctance generator / motor. Front and rear axle dual DC-AC inverters electrically and bidirectionally couple two traction AC non self-excited switched reluctance motors / gear reducers to the high voltage DC bus for moving the vehicle and for regenerating power. An ultracapacitor coupled to the high voltage DC bus. A bidirectional DC-DC converter interposed between a low voltage battery and the high voltage DC bus transfers energy to the high voltage DC bus and ultracapacitor to ensure that the non self-excited switched reluctance generator / motor operating in the motor mode is able to start the engine.

The embodiments described herein relate to a reconfigurable energy storage system. In one embodiment, the reconfigurable energy storage system comprises a first energy storage system, a second energy storage system and a power converter. The power converter determines a first power level, a second power level and a load coupled to the power converter and manipulates the power transfer between the energy storage systems based on the first power level, the second power level and the load. In another embodiment, the reconfigurable energy storage system also comprises a third energy storage system. In this embodiment, the power converter determines a third power level corresponding to the third energy storage system and manipulates the power transfer between the energy storage systems based also on the third power level. The third power level may correspond to a state of charge of the third energy storage element or amount of power generated by the third energy storage system.

A stabilized electric distribution system for use in a vehicle having electric assist. The system electrically couples an electric assist bus to an accessory load bus while protecting the first electrical bus from electric assist and regenerative braking induced voltage variations. An energy management controller selectively controls each of a electric motor / generator, a DC / DC converter, and an alternator to affect electric energy distribution within the system. Preferably, the electric energy distribution is controlled to maintain the first electrical bus voltage within a predefined voltage range.

One embodiment relates to a hybrid vehicle drive system for a vehicle including a first prime mover, a first prime mover driven transmission, a rechargeable power source, and a PTO. The hybrid vehicle drive system further includes a hydraulic motor in direct or indirect mechanical communication with the PTO and an electric motor in direct or indirect mechanical communication with the hydraulic motor. The electric motor can provide power to the prime mover driven transmission and receive power from the prime mover driven transmission through the PTO. The hydraulic motor can provide power to the prime mover driven transmission and receive power from the prime mover driven transmission through the PTO.

A lift truck power source includes a hybrid power supply including a storage battery, a capacitor bank, and optionally a fuel cell. The capacitor bank stores power produced during regeneration by either the truck traction system or the lift system and delivers current when current demand exceeds that delivered by the fuel cell. The storage battery or fuel cell acts as a main power supply to deliver current at a rate sufficient to power the lift truck. When the fuel cell is the main power supply, the storage battery stores power during times when current demand is less than that delivered by the fuel cell and delivers current at times when current demand is greater than that delivered by the fuel cell. When the storage battery is the main power supply, the fuel cell supplements the power delivered by the storage battery, and can also recharge the storage battery.