VEHICLE CONTROL SYSTEM AND METHOD

Abstract

The invention relates to a system and method for connecting a vehicle to an external power source. The system comprises a vehicle to be propelled by a drive system having one or more motors, which must be connected to an external power source while the motor(s) are powered by an on-board power source. The on-board power source is controlled to supply a predetermined amount of first electrical energy to a first converter system. A second converter system is controlled to deliver a quantity of second electrical energy from the external power source within a designated threshold range. The second converter system is arranged between the external power source and the first converter system.The drive system receives power from the external power source in response to the fact that the second converter system delivers the second amount of electrical energy within the designated threshold range.

Description

[0065] In step 602, the position of the collector device (for example, a pantograph) can be changed to move the collector device away from the vehicle and closer to the conductor track. For example, an extended position of the collector device can be controlled relative to an adjacent conductor track. This can allow the collector device to be in position to engage with the conductor track. In another example, the collector device can be the conductor shoe and the conductor track can be the electrified rail. A position of the conductor shoe can be controlled to regulate the distance between the conductor shoe and an electrified conductor.In one embodiment, an operator (inside and / or outside the vehicle) can manually modify an input (for example, a directional lever) to command a movement of the collector device so that it moves to a predetermined extended position and the collector device comes into contact or engages with the driver path.

[0066] In step 604, in response to the contacting of the collector device (e.g., the pantograph) with the conductive path (e.g., the external power supply), while one or more switches or contactors of the second converter system are closed and a conductive path voltage is detected (e.g., by one or more vehicle sensors), a vehicle preload event can be initiated. For example, a resistor of the second converter system (shown in [Fig. 4]) can be preloaded to a designated voltage threshold range. The designated voltage threshold range can be based, at least in part, on the detected conductive path voltage. For example, the designated voltage threshold range can be from approximately 50 volts (V) to approximately 100 volts above the detected conductive path voltage.Optionally, the designated voltage threshold range may be between approximately 20 V and approximately 40 V, between approximately 20 V and approximately 100 V, or similar. For example, the second converter system may be pre-charged, prepared, boosted, or similar, to receive electrical power from the conductive path that has a higher voltage than the electrical power from the on-board power source once one or more switches or contactors of the second converter system are closed and the vehicle begins receiving electrical power from the conductive path.

[0067] In one or more embodiments, while the second converter system is being pre-charged to the designated voltage threshold range, the pre-charge event may also include the control of one or more on-board power sources to supply a specified amount of the first electrical energy to the first converter system. For example, a voltage from the on-board power source(s) may be increased while a capacity of the second converter system is being pre-charged (for example, to reach the designated voltage threshold range). For example, the voltage of the first converter system may be increased to support vehicle loads (for example, traction loads) while the second converter system is being pre-charged.In one or more embodiments, the motor speed can be increased to a designated speed to supply a specified amount of the first electrical energy to the first converter system. The on-board power source(s) can supply the vehicle's drive system until the second converter system delivers the second electrical energy, which is within the designated voltage threshold range. In one or more embodiments, the first electrical energy supplied by the on-board power source(s) is based, at least in part, on a voltage capacity of the external power source.

[0068] In step 606, when the second converter system reaches the designated voltage threshold range, and the vehicle is prepared to receive the current inrush from the external power source, one or more switches or contactors of the second converter system may be closed. In step 608, the second electrical power supply from the conductive path (for example, which is within the designated voltage threshold range of approximately 50 V to approximately 100 V above the detected voltage of the on-board power source) from the second converter system is directed to the first converter system. For example, the first converter system may receive the first electrical power supply from the on-board power source(s) and the second electrical power supply from the second converter system.Since the voltage of the second electrical energy from the external power source is higher than the voltage of the first electrical energy (e.g., from about 50 volts to about 100 volts), the first converter system can automatically supply or direct at least a portion of the second electrical energy (having the higher voltage) to one or more vehicle loads (e.g., traction loads, auxiliary loads, etc.).

[0069] In step 610, in response to obtaining a load current at the first converter system from the second converter system, the on-board power sources can be controlled to be reduced to predetermined speed and / or torque levels, and full trolley control of the vehicle can be applied. For example, one or more switches or contactors of the collector control system (e.g., collector control system 404 shown in [Fig. 4] and / or collector control system 504 shown in [Fig. 5]) can be closed, and the vehicle can receive power from the external power source.In one or more embodiments, one or more vehicle sensors can monitor an electric current that is conducted from the conductive path (e.g., a catenary or electrified conductive body) to the collector device (e.g., a pantograph or a conductive shoe) while the switches or contactors of the second converter system and the collector control system are closed.

[0070] In one or more embodiments, once trolley mode is reached and the vehicle receives power from the conductor path, the on-board power source(s) can reduce the output. For example, the external power source is configured to automatically switch to power supply in order to control the vehicle's operation in response to the second converter system delivering the second quantity of electrical energy that is within the designated voltage threshold range.Alternatively, once trolley mode is reached, the controller can control the amount of initial electrical power supplied to the first converter system by the on-board power sources to be less than the power capacity of the external power source, thereby reducing the amount of power generated by the motors electrically coupled to the vehicle's drive system. For example, if the vehicle's motors operate at approximately 1200 V, the controller can reduce the amount of power supplied by the on-board power sources to less than 1200 V and increase the amount of power supplied by the second converter system and the external power source to more than 1200 V (for example, to approximately 1250 V).The increased power supplied by the external power source can be used to power vehicle loads.

[0071] In one or more embodiments, reducing the output by the on-board power sources can reduce a motor speed to a motor trolley speed, which can be a target speed for the motor element when the commutator device is engaged with the conductive path, receives the second quantity of energy electric from the external power source, and that the vehicle operates in trolley mode.

[0072] In one or more embodiments, when the vehicle is operating in trolley mode and receiving at least some power from the external power source, one or more vehicle operating settings may be controlled to maintain the connection in trolley mode. For example, it may be necessary to depress the vehicle's accelerator pedal to a predetermined minimum depressed state (e.g., at least 25%, at least 30%, or the like) to remain in trolley mode. Optionally, the vehicle may include a cruise control setting, which may need to be engaged or applied to maintain a minimum vehicle speed.Optionally, a directional lever that allows the operator to control the movement of the connector device may need to be positioned in a loaded position (for example, so that the connector device maintains contact with the conductive path). In one or more embodiments, vehicle sensors may monitor a voltage of the second electrical energy from the external power source, and the second converter system may regulate and / or maintain a traction link voltage within a specified range while the vehicle is operating in trolley mode.

[0073] Typically, a vehicle may operate in trolley mode for part of a journey. The vehicle may operate in trolley mode for the entire journey, but a vehicle may often be in trolley mode for between 30 seconds and 10 minutes. As such, the vehicle and its components may need to efficiently disconnect from the conductor path and exit trolley mode. For normal disconnection of the vehicle's collector device from the conductor path, a closed-loop control system can be used. In another example, an open-loop control system can be used. Various parameters can be measured by sensors and communicated to the controller. The controller can use the parameters to determine the vehicle's disconnection status from the conductor path. In one example, a parameter is the collector device current.The current can be read by current sensors inside the vehicle, such as an ammeter. The vehicle may have a rectifier that converts alternating current (AC) to direct current (DC). The DC can be used to power the vehicle's loads. The current at the rectifier output can be read. The current at the rectifier output may be the current currently available to the vehicle.

[0074] In one or more embodiments, while the vehicle is operating in stationary trolley mode (for example, trolley mode is reached and the vehicle is powered by the external power source), the second converter system (by For example, a step-down converter can continue to operate to control the voltage level of the second electrical energy source from the external power supply relative to the voltage level of the first electrical energy source from the first converter system. For instance, if the voltage of the second electrical current does not match the voltage of the first electrical energy source, the second converter system continues to convert the voltage level of one of the first or second electrical energy sources to match the voltage level of the other.

[0075] In one or more embodiments, when the vehicle is operating in trolley mode, the vehicle may be subjected to and / or exposed to a link voltage oscillation in the system. The link voltage oscillation may occur due to one or more changes in catenary link voltage in response to an increased inductance of line inductances in the system. For example, the link voltage oscillation may occur following a bounce off a catenary, by one or more other vehicles functionally coupled to and / or separated from the catenary line, or similar. The second converter system, the first converter system, and / or the vehicle control system may include one or more systems or components that provide a path for eliminating voltage oscillations.If the traction converter voltage level is the same or substantially the same as the external power supply voltage level, the traction load may be able to handle voltage oscillations. However, if the traction converter and external power supply voltage levels are different, one or more alternative components and / or systems may be required to dissipate the voltage oscillations. Control of the oscillation voltage conversion may be necessary. In one or more embodiments, control of the link oscillations may involve actively detecting the oscillation frequency and applying an inverse voltage waveform to the DC link by substantially equivalent power to the grid and / or inverters, by auxiliary power, by changing an available power sink or energy storage device, or the like.

[0076] In one or more embodiments, one or more systems and / or components of the first and / or second converter systems may control the link oscillation, for example by providing a path for the dissipation of excess power caused by the link oscillation. By way of example, traction inverters of the vehicle control system (for example, the 408 and / or 508 vehicle control system) may be used to attenuate, dampen, reduce, or otherwise control an amount or level of link oscillations.

[0077] In another example, the choppers and / or grids of the vehicle can be used to attenuate, dampen, reduce, or otherwise control a quantity or level of linkage oscillations. In one or more embodiments, the choppers can be capable of dissipating power that has a higher frequency than a lower frequency than the traction motors are capable of dissipating. The choppers can be controlled to switch on in response to the detection of a linkage oscillation. In one or more embodiments, the choppers can be controlled and / or configured to cut off one positive side of the linkage oscillations switching on when the linkage oscillation voltage is greater than a DC voltage of the first electrical energy.Optionally, the choppers can be controlled and / or configured to switch on at a predetermined power to reduce the link oscillation voltage to a predetermined level (e.g., twice the oscillation amplitude, or similar), and also to counterbalance the oscillations on the positive and negative sides.

[0078] In one or more embodiments, the choppers of the vehicle control system and / or the second converter systems may be capable of controlling and / or damping all the oscillation voltages. Optionally, the choppers may be capable of and / or controlled to dampen a portion of the link oscillation voltages, and the remaining portion of the link oscillation voltages may be damped by another system or component of the vehicle control system.

[0079] Figure 7 illustrates an example of a method 700 for disconnecting the vehicle's collector device from the driver path. The disconnection event may be a planned event, an anticipated or expected event, a normal event, or the like, and may occur when a vehicle operator or controller is aware of an impending disconnection, such as a planned disconnection. One objective of the normal disconnection may be a safe and smooth transition that does not damage vehicle components or the driver path, smoothly switching the vehicle from driver path power control to on-board power control without disrupting the operation of one or more vehicle systems or components, or the like.

[0080] In step 702, the controller can command the operation of one or more of the on-board power sources to supply a predetermined amount of first electrical energy to the first converter system while decreasing the external power source. For example, the engine speed can be increased to increase the amount of first electrical energy generated inside the vehicle, more energy can be obtained from the batteries located inside the vehicle, or the like, while less energy can be obtained from from the external power source. By increasing the engine speed (for example, up to a maximum rated speed), the drive element may be able to compensate for the power loss when the collector disconnects from the driver path. In other words, when the vehicle disconnects from the driver path, the second electrical energy supplied by the driver path to the vehicle may be lost. This second electrical energy can be replaced by the first electrical energy supplied by the drive element or another on-board power source.

[0081] In one or more embodiments, the method may include reducing the traction torque of a vehicle engine. In one example, the reduction in traction torque may occur 20 milliseconds (MS) after the engine speed has increased.

[0082] In step 704, the delivery of the second electrical energy by the second converter system can be controlled to be within a designated threshold range lower than a threshold value determined at least in part based on the electrical energy supplied by the on-board power sources. For example, the designated threshold range may be approximately 50 V to approximately 100 V lower than the output voltage of the first converter system. For example, the voltage of the second electrical energy may be approximately 50 V to approximately 100 V lower than the voltage of the first electrical energy.Since the voltage of the second electrical energy from the external power source is lower than the voltage of the first electrical energy from the on-board power source, the first converter system can automatically begin to supply or direct at least a portion of the first electrical energy (having the higher voltage) to one or more vehicle loads (e.g., traction loads).

[0083] In step 706, one or more vehicle contactors or switches may be opened, and the vehicle may be prepared to cease receiving electrical power from the external power source. A sensor may provide feedback to the controller confirming that the contactors or switches are open. In one or more embodiments, when the collector device current is below a predetermined threshold, the link voltage may be adjusted to a motor-only mode level. In one example, the collector device current may be below the predetermined threshold when the collector device current is 30 amperes (A) or less, and the on-board power sources may thus be the sole source of electrical power for the vehicle loads.The motor-only mode level can be the link voltage used when the motor (or another on-board power source) is the vehicle's primary power source. In step 708, the process may include retracting the device. collector to the vehicle, and the realization of the disconnection of the collector device from the driver path.

[0084] In one or more embodiments, the vehicle may disconnect from the driver's path and exit trolley mode in response to a release of the accelerator pedal below a minimum required level and / or a movement of the steering lever out of a "HIGH" position such that the collector device moves away from the driver's path, if the vehicle's travel speed drops below a predetermined threshold (e.g., 5 mph, 3 mph, or the like), if the vehicle can operate on only one inverter or motor, if the path is damaged and causes displacement of the collector device (e.g., the pantograph may bounce away from the driver's path, or the like). In one example, the vehicle may exit trolley mode or disconnect from the driver's path after the vehicle has detected between approximately 30 milliseconds (MS) and approximately 50 MS of line bounce.

[0085] In one or more embodiments, the vehicle may experience an abnormal disconnection of the collector device from the conductive path. The abnormal disconnection may occur when a disconnection happens abruptly and the vehicle operator or controller has limited time to react to the disconnection. During the abnormal disconnection, the second converter system may disregard link voltage targets or other predetermined thresholds that are monitored and maintained during normal connection, normal disconnection, and operation. In one embodiment, the first step may be to command an engine speed to a maximum rated speed, as well as to reduce the engine's traction torque. In one example, the engine may reach 1000 HP in 300 ms. The engine's traction torque may be reduced to a minimum value.Reducing the motor's traction torque to zero or eliminating traction power can reduce a load interruption caused by a circuit interruption device.

[0086] One or more sensors on the vehicle can measure a current from the collector device, for example after a fixed time. In one example, the fixed time could be 200 ms. The current can be measured to determine whether an initial electrical energy exceeds a designated threshold.

[0087] If the current in the collector device exceeds the designated threshold, for example 250 A, a circuit interruption device may be opened. In one example, the opening of the circuit interruption device may involve the indirect tripping of a high-speed circuit breaker (HSCB) in the vehicle (for example, switch 412A shown in [Fig. 4]). When the current through the collector device is high, for example above 250 A, and the vehicle can disconnect from the Along the conductive path, this high current can cause an arc that can damage the components of the collector device and the vehicle. However, the HSCB can be designed to handle such an arc and direct the current with indirect tripping. Thus, the HSCB can be damaged by the arc, but it can be replaced without having to replace the entire collector device. The HSCB can be tripped by adding a device mechanically separate from the HSCB. When tripped, this device can pull an arm from the HSCB, which can release fingers and activate a spring. This can force the HSCB open. In one example, the HSCB can have internal protection that allows it to open if the current exceeds an upper limit. In one example, the upper limit could be 2500 A.

[0088] In one or more embodiments, one or more contactors of the collector control system may be opened. Once the vehicle has received feedback confirming that the contactors are open, the method may involve moving the collector device. In one example, moving the collector device may involve lowering a pantograph from the driver's path. In another example, moving the collector device may involve moving a driver's shoe away from the driver's path.

[0089] Although one or more embodiments are described in relation to a railway vehicle system, not all embodiments are limited to railway vehicle systems. Unless otherwise stated, the subject matter described herein extends to other types of vehicle systems, such as automobiles, trucks (with or without trailers), buses, ships, aircraft, mining vehicles, agricultural vehicles, or other off-road vehicles. The vehicle systems described herein (for example, railway vehicle systems or other vehicle systems that do not travel on rails or railway tracks) may consist of a single vehicle or multiple vehicles. With regard to multi-vehicle systems, the vehicles may be mechanically coupled to one another (for example, by couplings) or logically but not mechanically coupled.For example, vehicles can be coupled logically but not mechanically when separate vehicles communicate with each other to coordinate the movements of the vehicles with each other so that the vehicles move together (e.g., as a convoy).

[0090] According to one example or aspect of the object described herein, a method of connecting to an external source involves determining that a vehicle to be propelled by a drive system having one or more motors is intended to connect to an external power source while the motor(s) are powered by an on-board power source. The power source The onboard system is controlled to supply a predetermined amount of initial electrical energy to a first converter system. A second converter system is controlled to deliver a second amount of electrical energy from the external power source within a designated threshold range. The second converter system is positioned between the external power source and the first converter system. The drive system receives power from the external power source in response to the second converter system delivering the second amount of electrical energy within the designated threshold range.

[0091] Optionally, the designated threshold range may be based, at least in part, on a voltage of the external power source. Optionally, the method may include supplying the vehicle's drive system via the on-board power source until the second converter system delivers the amount of second electrical energy that is within the designated threshold range. Optionally, the amount of first electrical energy supplied by the on-board power source may be based, at least in part, on a voltage capacity of the external power source.Optionally, the method may include the automatic switching from the on-board power supply providing power to control vehicle operation to the external power supply providing power to control vehicle operation in response to the second converter system delivering the second quantity of electrical energy within the designated threshold range. Optionally, the quantity of the first electrical energy supplied by the on-board power supply may be controlled to be less than the power capacity of the external power supply, thereby reducing the amount of power generated by the motor(s) electrically coupled to the drive system.Optionally, the on-board power source may include a motor element, and the motor speed of the motor element may be increased up to a designated speed to supply the determined amount of the first electrical energy to the first converter system.

[0092] Optionally, an extended height of a pantograph can be controlled relative to an adjacent catenary, or a distance of a vehicle's conductive shoe can be controlled relative to an electrified conductive body. The catenary and the electrified conductive body can extend along a path traveled by the vehicle. Optionally, one or more switches arranged along conductive paths between the pantograph or the vehicle's conductive shoe and the second converter system can be controlled to close in response to the on-board power source supplying the specified amount of first electrical energy to the first converter system. Optionally, an electric current The conduction from the pantograph and / or the conductive shoe can be monitored in response to the closing of the switch(s).

[0093] According to one example or aspect of the object described herein, a method involves determining that a vehicle to be propelled by a drive system having one or more motors must be disconnected from an external power source while the motor(s) are powered by the external power source. The on-board power source is controlled to supply a specified amount of first electrical energy to a first converter system. A second converter system is controlled to deliver an amount of second electrical energy from the external power source within a designated threshold range. The designated threshold range is less than the amount of first electrical energy from the on-board power source.The drive system receives power from the on-board power source in response to the second converter system delivering the second amount of electrical energy within the designated threshold range.

[0094] Optionally, one or more switches arranged along conductive paths between a pantograph or a conductive shoe of the vehicle and the second converter system can be controlled to open in response to the on-board power supply providing the initial amount of electrical energy to the first converter system. Optionally, an electrical current conducted from the pantograph and / or the conductive shoe can be monitored following the opening of the switch(es). Optionally, an extended height of the pantograph relative to an adjacent catenary or a distance of the conductive shoe relative to an electrified conductive body can be controlled. The catenary and the electrified conductive body can extend along a path traveled by the vehicle.

[0095] Optionally, the on-board power source may include a motor element, and a motor speed of the motor element may be increased up to a designated speed, a torque output by the motor(s) may be reduced and / or the motor speed may be increased up to the designated speed and the torque output by the motor(s) may be reduced.

[0096] According to one example or aspect of the object described herein, a system comprises a vehicle to be propelled by an electric drive system having one or more motors. The vehicle must be powered by a first electrical energy source from an on-board power supply or by a second electrical energy source from an external power supply. A collector device is coupled to the vehicle, and the vehicle receives the second electrical energy source from the external power supply via the collector device. A controller having one or more processors controls the power supply. The vehicle's onboard power supply provides a predetermined amount of electrical energy to a first converter system while the vehicle is powered by the onboard power supply. The controller commands a second converter system to deliver a second amount of electrical energy from the external power supply. The second converter system is positioned between the external power supply and the first converter system. The drive system receives power from the external power supply in response to the second converter system delivering the second amount of electrical energy within the designated threshold range.

[0097] Optionally, the system may include one or more switches arranged along conductive paths between a pantograph or a conductive shoe of the vehicle and the second converter system. The controller may close one or more of the switches in response to the on-board power source supplying the specified amount of the first electrical energy to the first converter system. Optionally, the external power source may automatically supply the second electrical energy to control the vehicle's operation in response to the second converter system delivering the second amount of electrical energy within the designated threshold range.Optionally, the on-board power source may include a fuel cell and / or battery cells and / or a capacitor bank with one or more capacitors and / or a motor element and / or one or more dynamically braking motors to generate the initial electrical energy from the on-board power source without the vehicle also braking using one or more friction brakes. Optionally, the controller may control the position of the collector device relative to an overhead line and / or an electrified conductor. The overhead line and the electrified conductor may extend along the path traveled by the vehicle.

[0098] With regard to the fuel, the fuel may be of a single type in one embodiment, and in other embodiments, the fuel may be a mixture of a plurality of different fuels. In one example of a fuel mixture, a first fuel may be liquid and a second fuel may be gaseous. A suitable liquid fuel may be diesel (regular, biodiesel, HDRD, and similar), gasoline, kerosene, dimethyl ether (DME), alcohol, and similar. A suitable gaseous fuel may be natural gas (methane) or a short-chain hydrocarbon, hydrogen, ammonia, and similar. In one embodiment, the fuel may contain stored energy such as is used here. In this perspective, a state of charge of A battery, or a compressed gas source, a flywheel, a fuel cell, and other types of non-traditional fuel sources can be included.

[0099] The use of expressions such as "one or more of ... and", "one or more of ... or", "at least one of ... and", and "at least one of ... or" is intended to encompass the inclusion of only one of the elements used in relation to the expression, at least one of each of the elements used in relation to the expression, or several of any or all of the elements used in relation to the expression. For example, the expressions "one or more of A, B and C", "one or more of A, B or C", "at least one of A, B and C" and "at least one of A, B or C" can each mean (1) at least one A, (2) at least one B, (3) at least one C, (4) at least one A and at least one B, (5) at least one A, at least one B, and at least one C, (6) at least one B and at least one C, or (7) at least one A and at least one C.

[0100] As used herein, an element or step referred to in the singular and preceded by the word "a" does not preclude the plural of said elements or operations, unless this exclusion is explicitly stated. Furthermore, references to "an embodiment" of the invention do not preclude the existence of additional embodiments incorporating the aforementioned features. Moreover, unless explicitly stated otherwise, embodiments "comprising," "comprising," "having," or "having" an element or plurality of elements having a particular property may include such additional elements not having that property. In the appended claims, the terms "comprising" and "where" are used as plain English equivalents of the respective terms "comprising" and "in which." Furthermore, in subsequent claims, the terms "first," "second," and "third," etc.are used simply as labels and do not impose numerical requirements on their objects. Furthermore, the limitations of the following claims are not written in a "means plus function" format and are not intended to be interpreted on the basis of 35 USC § 112 (f), unless and until such claim limitations expressly use the phrase "means to" followed by a statement of function devoid of additional structure.

[0101] The above description is illustrative and not limiting. For example, the embodiments described above (and / or aspects thereof) can be used in combination with one another. Furthermore, many modifications can be made to adapt a particular situation or material to the teachings of the object without departing from its scope. Although the dimensions and types of materials described herein define the parameters of the object, these are exemplary embodiments. Other embodiments will become apparent to those skilled in the art upon examination of the The scope of the subject matter should therefore be determined based on the annexed claims and the full scope of equivalents to which these claims are entitled.

[0102] This written description uses examples to disclose several embodiments of the subject matter, including the best embodiment, and to enable a person skilled in the art to carry out the embodiments of the subject matter, including the manufacture and use of any devices or systems and the implementation of any incorporated processes. The patentable scope of the subject matter is defined by the claims and may include other examples that are apparent to a person skilled in the art. Such other examples are deemed to fall within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with only minor differences from the literal language of the claims.

Claims

Claims

1. A method of connecting to an external source, comprising: determining that a vehicle configured to be propelled by a drive system having one or more motors is configured to be connected to an external power source while the one or more motors are powered by an on-board power source; controlling the on-board power source to provide a determined amount of first electrical energy to a first converter system;and controlling a second converter system to output an amount of second electrical power from the external power source within a designated threshold range, the second converter system being disposed between the external power source and the first converter system, the drive system being configured to receive power from the external power source in response to the second converter system outputting the second amount of electrical power within the designated threshold range.;

2. The method of claim 1, wherein the designated threshold range is based at least in part on a voltage of the external power source.

3. The method of claim 1, further comprising powering the vehicle drive system via the on-board power source until the second converter system outputs the second amount of the second electrical energy that is within the designated threshold range.

4. The method of claim 1, wherein the amount of the first electrical energy provided by the on-board power source is based at least in part on a voltage capability of the external power source.

5. The method of claim 1, further comprising automatically switching from the on-board power source providing power to control operation of the vehicle to the external power source providing power to control operation of the vehicle in response to the second converter system delivers the second amount of electrical energy which is within the designated threshold range.

6. The method of claim 1, further comprising controlling the amount of the first electrical power provided by the on-board power source to be less than a power capability of the external power source, and thereby reducing an amount of power generated by the one or more motors that are electrically coupled to the drive system.

7. The method of claim 1, wherein the on-board power source comprises a prime mover, and further comprising upgrading an engine speed of the prime mover to a speed designated to provide the determined amount of the first electrical energy to the first converter system.

8. A method according to claim 1, further comprising controlling (i) an extended height of a pantograph relative to an adjacent catenary and / or (ii) a distance of a conductive shoe of the vehicle relative to an electrified conductive body, the catenary and / or the electrified conductive body extending along a path traveled by the vehicle.

9. The method of claim 8, further comprising controlling one or more switches disposed along conductive paths between the pantograph and / or the conductive pad of the vehicle and the second converter system to close in response to the on-board power source supplying the determined amount of the first electrical energy to the first converter system.

10. The method of claim 8, further comprising monitoring an electrical current conducted from the pantograph and / or the conductive pad in response to closure of the switch(es).

11. The method of claim 8, further comprising: controlling operation of the vehicle with the second electrical power received from the external power source; detecting an oscillation in a voltage of the second electrical power from the external power source, the oscillation in the voltage changing an inductance of the second electrical power received by the second converter system; and damping the voltage oscillation with the first converter system and / or the second converter system.

12. A method, comprising: determining that a vehicle configured to be propelled by a drive system having one or more motors is configured to be disconnected from an external power source while the one or more motors are powered by the external power source; controlling an on-board power source to provide a determined amount of first electrical energy to a first converter system;and controlling a second converter system to output an amount of second electrical energy from the external power source within a designated threshold range, the designated threshold range being less than the amount of first electrical energy from the onboard power source, the drive system being configured to receive power from the external power source in response to the second converter system outputting the second amount of electrical energy within the designated threshold range.;

13. The method of claim 12, further comprising controlling one or more switches disposed along conductive paths between a pantograph and / or a conductive pad of the vehicle and the second converter system to open in response to the on-board power source supplying the determined amount of the first electrical energy to the first converter system.

14. The method of claim 13, further comprising monitoring an electrical current conducted from the pantograph and / or the conductive pad following opening of the switch(es).

15. A method according to claim 13, further comprising controlling (i) an extended height of the pantograph relative to an adjacent catenary and / or (ii) a distance of the conductive shoe relative to an electrified conductive body, the catenary and / or the electrified conductive body extending along a path traveled by the vehicle.

16. The method of claim 12, wherein the on-board power source comprises a prime mover, and further comprising upgrading an engine speed of the prime mover at a designated speed, reducing a torque output by the engine(s), or both upgrading the engine speed to the designated speed and reducing the torque output by the engine(s).

17. A system, comprising: a vehicle configured to be propelled by an electric drive system having one or more motors, the vehicle configured to be powered by a first electrical energy from an on-board power source or a second electrical energy from an external power source; a collector device coupled to the vehicle, the vehicle configured to receive the second electrical energy from the external power source via the collector device;and a controller having one or more processors configured to control the on-board power source to provide a determined amount of the first electrical energy to a first converter system while the vehicle is powered by the first electrical energy from the on-board power source, the controller being configured to control a second converter system to deliver an amount of the second electrical energy from the external power source within a designated threshold range, the second converter system being disposed between the external power source and the first converter system, the drive system being configured to receive power from the external power source in response to the second converter system delivering the second amount of electrical energy within the designated threshold range.;

18. The system of claim 17, further comprising one or more switches disposed along conductive paths between a pantograph and / or a conductive pad of the vehicle and the second converter system, the controller being configured to close one or more of the switches in response to the on-board power source supplying the determined amount of the first electrical energy to the first converter system.

19. The system of claim 17, wherein the external power source is configured to automatically provide the second electrical energy to control operation of the vehicle in response to the second converter system delivering the second amount of electrical energy within the designated threshold range.

20. The system of claim 17, wherein the on-board power source comprises a fuel cell and / or battery cells and / or a capacitor bank of one or more capacitors and / or a motor element and / or one or more dynamically braking motors for generating the first electrical energy from the on-board power source without the vehicle also braking by means of one or more friction brakes.

21. The system of claim 17, wherein the controller is configured to control a position of the collector device relative to a catenary and / or an electrified conductive body, the catenary and / or the electrified conductive body extending along a path traveled by the vehicle.

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