182results about "Propulsion using dc motors" patented technology

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 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 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.

A hybrid energy railway vehicle system having a traction motor with a dynamic braking mode of operation for dynamically braking the traction motor and for generating dynamic braking electrical energy and an electrical energy storage system that is in electrical communication with the traction motor and that stores dynamic braking electrical energy generated by the traction motor. The system also has a hybrid energy railway vehicle with a plurality of wheels wherein the traction motor has a motoring mode of operation for driving one of the wheels in response to electrical input energy. A converter selectively provides stored electrical energy from the energy storage system to the traction motor as electrical input energy for driving one or more of wheels. The hybrid energy railway vehicle is optionally equipped computer readable medium having computer executable instructions for controlling the operation of the hybrid energy railway vehicle and a processor configured to control the operation of the railway vehicle as a function of at least one of a plurality of operating modes.

An apparatus includes a robot arm, an electrical power cord, a motor-driven cable reel, an end effector, and at least one sensor. The robot arm has a proximal end and a distal end, and is configured to move in response to one or more electrical signals. The electrical power cord extends through the robot arm from the proximal end to the distal end and has an electrical plug at an end thereof. The motor-driven cable reel dispenses and retracts the electrical power cord so as to control a length thereof. The end effector is disposed at the distal end of the robot arm, and is configured to selectively grasp and release the electrical plug. The sensor is disposed at the distal end of the robot arm, and is configured to produce sensor data for controlling the robot arm to dock the electrical plug into an electrical receptacle.

A four wheel drive electric vehicle that runs on a road and on an electrified track comprising a motor, a battery pack, an accelerator, an alternator, an auxiliary generator capable, once the electric vehicle reaches approximately 20 m.p.h., of charging the battery when the battery pack is off or, when the battery pack is on, of transmitting electricity to the motor for extra power, an electrical system, a pair of motorized legs with balled feet, each of the motorized legs capable of being lowered so as to make contact with the electrified track that supplies electric power to drive the electric motor when the battery pack is off and a cooling system for cooling the motor including a cooling tank that contains oil that is circulated through oil piping. A separate portable charger for charging the batteries at home or when the vehicle is not in use is included.

A personal vehicle for transporting a user over a surface including an external combustion engine. The vehicle includes a generator for converting the mechanical energy produced by the external combustion engine to electrical energy and an energy storage device for storing power provided by the generator and for providing power to the external combustion engine and the assembly. The personal vehicle includes a controller for controlling a total power load placed on the external combustion engine providing short term regulation of external combustion engine parameters.

A method of generating electric power includes providing at least one open-winding generator having at least one winding, wherein the at least one winding has a first terminal and a second terminal. The method also includes electrically coupling the first terminal to a first electric power electronics apparatus via a first electric bus and electrically coupling the second electric terminal to a second electric power electronics apparatus via a second electric bus. The method further includes inducing and regulating a first voltage on the first electric bus and inducing and regulating a second voltage on the second electric bus.

A system, method, and apparatus for automatically controlling a locomotive include a control interface unit configured to receive input from at least one manual control, receive input from an automatic control system, and transmit commands to a locomotive control system, wherein the commands are based at least partially on the input received from the automatic control system. A bypass relay may also be provided to enable and disable communication between the at least one manual control and the locomotive control system.

A power transport apparatus for transporting electric power to an electric vehicle on the road is provided. The apparatus includes a plurality of power supply units provided at a road in a longitudinal direction of the road, one or more of the power supply units simultaneously transporting the electric power to the electric vehicle; and a power line supplying the electric power to the respective power supply units.

The invention is a kind of generalized, integral and modular IGBT drawing converter model, which includes converting unit set in the drawer structure, a direct current supporting capacitance unit, gate driving circuit and control box, it has generalization, integration and modularity. The integration degree is high, the radiating mode is selectable, and the assembly and maintenance are convenient.

The invention relates to a mining vehicle and method for its energy supply. The mining vehicle has a rectifier, DC intermediate circuit, and inverter, through which an alternating current motor is supplied. At least one auxiliary energy source is connected to the DC intermediate circuit. A DC / DC converter is connected between the DC intermediate circuit and the auxiliary energy source for adapting the voltage level of the auxiliary energy source and for connecting the auxiliary energy source to supply energy to the DC intermediate circuit.

Provided is a high mobility railroad vehicle system configured to reciprocally carry out a direct drive between a non-electrically driven section and an electrically driven section without installing new facilities such as oil supply equipment and without considering distinction between the non-electrically and electrically driven sections. A railroad vehicle system is provided with an overall control apparatus to respectively control an external electric power supply means, an internal electric power supply means, an electricity storage means, electric power conversion means and a motor driving means. The railroad vehicle system judges or previously notifies as to whether the present driving railroad section is the electrically driven section or non-electrically driven section in accordance with driving position information received from a position information generation means such as a ground facility on a railroad equipped outside of the vehicle and a global positioning system (GPS). The system cuts off from an external electric power source in the non-electrically driven section and carries out a smooth shifting control in order to connect to the external electric power source in the electrically driven section.

Provided is a starting control device of an electric vehicle. The device can perform a briaging starting to charge a main battery (4) and an auxiliary battery without additionally providing with the number of the parts. A socket (44) receives charging voltage and auxiliary voltage of the main battery from an external power supply.A charging line (Lch) connects the charging voltage to the main battery (4), auxiliary power supply lines (L5, L6) connect the auxiliary voltage to a vehicle drive control unit (452). A main switch (9) is provided on a constant line (L4) for inputting the output of an electric power converting unit (6) to the vehicle drive control unit (452).The vehicle drive control unit (452)includes an electric power converting unit starting unit (75) started when the auxiliary voltage (5) is applied to output a starting signal (ST) of the electric power converting unit (6), and means for maintaining the starting signal (ST) to charge the sub-battery with the electric power from the electric power converting unit (6) when the voltage applied from the electric power converting unit (6) through the main switch (9) to the vehicle drive control unit (452) is a predetermined value.

The invention relates to an arrangement for providing a vehicle, in particular a track bound vehicle, with electric energy, wherein the arrangement comprises a receiving device (200) adapted to receive an alternating electromagnetic field and to produce an alternating electric current by electromagnetic induction. The receiving device (200) comprises a plurality of windings and / or coils (9, 10, 11) of electrically conducting material, wherein each winding or coil (9, 10, 11) is adapted to produce a separate phase of the alternating electric current.

A vehicle charging system (1) includes: a connection cable (2) for supplying power from the external power source (12) such as a commercial power source; the drive battery (8); an auxiliary battery (9); and a drive battery charging device (3). The drive battery charging device (3) includes a power source circuit (7) connected to the external power source (12), the drive battery (8), and the auxiliary battery (9). Power from at least one of the external power source (12), the drive battery (8), and the auxiliary battery (9) is supplied to the control section (4). Operation of the control section (4) becomes possible with the supplied power. Accordingly, under control of the control section (4), a charge section (10) charges the drive battery (8) and the auxiliary battery (9) using power from the external power source (12).

A power storage control apparatus of one embodiment of the present invention includes a step-up / step-down chopper (31), a contactor (12) and a control unit (100). The control unit (100) is configured to control the contactor (12) so as to make the contactor supply the voltage from the overhead wire to the input portion of the VVVF inverter (15) of the main circuit in a normal running state and supply the voltage of the power storage device to the input portion of the VVVF inverter (15) in the second running state, and control the step-up / step-down chopper so as to make the step-up / step-down chopper perform a step-down operation to charge the power storage device (32) in the first running state and perform a step-up operation to discharge the power storage device (32) and supply the power to the CVCF inverter (21) in an emergency running state.

The invention discloses a pantograph-catenary detection method and system based on a train power supply system. The pantograph-catenary detection method and system based on the train power supply system includes that after a boosting transformer conducts boosting on alternating currents transmitted by the power grid, high-voltage electric energy is generated and enables the clearance between a catenary wire and a pantograph in a discharge loop to generate high voltage and large currents; and electric arcs generated from the clearance between the catenary wire and the pantograph under the condition of high voltage and large currents are collected. Therefore, the technical problem that large energy consumption is caused by the power supply through a high-voltage AC voltage source in order to generate high voltage and large currents from the pantograph-catenary clearance in a pantograph-catenary simulation test in the prior art is solved.

The invention discloses a rail transit traction power supply system which comprises a high-voltage alternating-current power supply bus, a plurality of bidirectional converters, a direct-current powersupply bus for supplying power to a train and a plurality of sets of in-station equipment. One end of each bidirectional converter is connected with the high-voltage alternating-current power supplybus, and the other end of each bidirectional converter is connected with the direct-current power supply bus; and each group of in-station equipment is connected with a high-voltage alternating-current power supply bus. The bidirectional converter is used for connecting the direct-current power supply bus and the alternating-current power supply bus, the magnitude and direction of power output onthe direct-current power supply bus and the alternating-current power supply bus are flexibly distributed, possible network voltage fluctuation is actively controlled and reduced, and meanwhile, voltage conversion, brake feedback, harmonic treatment and reactive compensation are achieved; therefore, the regenerative braking energy recovery efficiency and the traction power supply efficiency are improved, and the green, controllable, safe, efficient and intelligent operation of the whole power supply and distribution network is realized. The invention further correspondingly discloses a controlmethod and system of the rail transit traction power supply system and related assemblies.

A method optimizes energy consumption in a railway system including a set of trains and a set of substations connected to a grid. The method optimizes control parameters controlling at least part of the energy consumption of the railway system to produce optimized control parameters minimizing a total power provided by the grid to satisfy a power demand of the railway system. The optimizing is subject to constraints on operations of the railway system, which include as complementarily constraint. Next, the method generates a command to control the energy consumption of the railway system based on the optimized control parameters.

Disclosed is a no-fire-return device (1) and method. The no-fire-return device is of an external power supply device comprising a first inverter (11), a second inverter (12), a control module (13), aDC / DC (direct current / direct current) transformer (14), a storage battery (15), a first switch (41) and a second switch (42); one end of the first inverter (11) is connected with contacts (51) betweena main traction converter (21) and a main traction motor (31) through the switch (41) while the other end is connected with a direct-current bus; the storage battery (15) is connected with on end ofthe DC / DC transformer (14) while the other end is connected with the direct-current bus; one end of the second inverter (12) is connected with the direct-current bus while the other end is connected with contacts (52) between on-board auxiliary equipment (32) and an on-board auxiliary inverter (22) through the second switch (42). The no-fire-return device (1) is arranged independent of the exterior of a locomotive, energy can be provided for auxiliary load of the locomotive in no-fire-return of the locomotive through pre-excitation, of the main traction motor (31), provided by the storage battery (15) and by converting mechanical energy to electricity by the main traction motor (31) in a brake mode namely a generator mode, use of energy of the on-board storage battery is not needed, a vehicle body does not need to be modified, and the device can be used upon connected.

The invention discloses a double-source electric locomotive converter. The double-source electric locomotive converter comprises a traction power supply module, a PWM rectifying module, an intermediate direct-current circuit module, an inversion module, a direct-current conversion module, an energy storage module and a transmission control module; a network side input port of the traction power supply module is connected with a power supply grid, and an output port of the traction power supply module is connected with an alternating-current side port of the PWM rectifying module; a direct-current side port of the PWM rectifying module is connected with a direct-current bus of the intermediate direct-current circuit module; an intermediate side port of the inversion module is connected with the direct-current bus of the intermediate direct-current circuit module; an output side port of the inversion module is connected with electric equipment; an intermediate side port of the direct-current conversion module is connected with the intermediate direct-current circuit module; the energy storage module is connected with an energy storage side port of the direct-current conversion module; the transmission control module is used for monitoring running states of all the other modules and providing control signals. The double-source electric locomotive converter has the advantages of being capable of providing lasting power for a locomotive, reducing the size and weight of a locomotive transformer, saving energy and the like.