Electric railway vehicle charging system

Abstract

An on-vehicle charging system configured for installation in a railway vehicle is provided, comprising one or more current collectors, a battery electrically connectable to the one or more current collectors, and an on-vehicle charging controller having a wireless communication interface. The on-vehicle charging controller establishes a secure wireless communication connection with a first track-side charging controller and, in response to identifying that the one or more current collectors are in electrical contact with corresponding track-side charging contacts, instructs the first track-side charging controller via the secure wireless communication connection to supply a first current via the one or more track-side charging contacts.

Description

Technical Field

[0001] The present invention relates to a system and method for charging an electric vehicle, particularly a battery electric railway vehicle.

Background Art

[0002] The electrification of railway vehicles is an important part of the decarbonization of the railway transport sector. On the other hand, many electric railway vehicles require a permanent connection to a high-voltage power supply infrastructure, such as an overhead wire or an electrified "third rail". Such infrastructure is very expensive and its installation is not possible everywhere.

[0003] A well-known solution is to provide battery-driven railway vehicles. Such vehicles do not require additional infrastructure along the entire length of the route. Instead, the on-board battery is charged at predetermined locations along the route to ensure that the vehicle has sufficient stored electrical energy to run along the route.

[0004] Patent Document 1 describes a charging system for a battery electric railway vehicle, the charging system including a charging rail dimensioned to be completely covered by a railway vehicle, a power source for charging a tram battery configured to selectively supply a charging current to the charging rail, and a sensor device configured to detect the position and / or movement of the railway vehicle on the charging rail, the sensor being connected to the power source such that the charging current is supplied to the charging rail only when the railway vehicle at least partially covers the charging rail.

[0005] It is desirable to further improve the efficiency and speed at which a battery electric railway vehicle can be charged at a charging location.

Prior Art Documents

Patent Documents

[0006]

Patent Document 1

Summary of the Invention

[0007] In a first aspect of the present invention, an in-vehicle charging system configured for installation on a railway vehicle is provided. The in-vehicle charging system includes one or more current collection contacts (e.g., current collection shoes), a battery electrically connectable to the one or more current collection contacts (preferably suitable for powering a traction motor), and an in-vehicle charging controller having a wireless communication interface or communicatively connected to a wireless communication interface (a hardware controller, e.g., a part of a traction control unit or a battery management unit or a separate computing device or a group of computing devices). The in-vehicle charging controller establishes a secure wireless communication connection with a first track-side (e.g., stationary) charging controller (which is also a hardware controller, e.g., a computing device), and in response to identifying that the one or more current collection contacts are in electrical contact with corresponding track-side charging contacts, it instructs the first track-side charging controller via the secure wireless communication connection to supply a first current (either a charging current for charging the battery or a lower current for the purpose of testing the quality / resistance of the electrical connection between each track-side charging contact and the current collection contact) via the one or more track-side charging contacts.

[0008] Advantageously, the present invention provides a particularly effective means for automating the charging of battery electric railway vehicles. By controlling the charging process with an on-vehicle controller, charging can be performed according to the specific requirements of individual battery-equipped railway vehicles (e.g., adapted to the state of charge of the battery at that time). By providing a secure wireless connection between the on-vehicle controller and the track-side controller, the on-vehicle controller can efficiently provide the information required to correctly configure the track-side charging contact (e.g., before the railway vehicle reaches a complete stop) to the track-side controller. Furthermore, as long as the railway vehicle stops such that the current collector contact is electrically connected to the track-side charging contact, the present invention enables the adapted vehicle-specific charging to proceed automatically without the need for a human operator to make an electrical connection, start the charging, or control the charging process. Thus, the charging process becomes "invisible" to the driver, who can operate the railway vehicle in the same way as any other railway vehicle and does not need to make additional inputs for the purpose of charging the battery. Additionally, since the on-vehicle controller and the track-side controller can operate independently of and do not require integration with many of the electrical and electronic systems already present in existing railway vehicles, this configuration also enables easy retrofitting of the on-vehicle charging system to existing railway vehicles.

[0009] In a preferred embodiment, the on-vehicle controller selects a first track-side controller for communication from a plurality of track-side controllers based on receiving a signal via a first signal receiver (e.g., an RFID reader / interrogator communicatively connected to the on-vehicle controller such as an RFID beacon) from a track-side signal transmitter before establishing a secure wireless communication connection (e.g., when the vehicle stops at an appropriate location, selects which of the track-side controllers provided at the charging location corresponds to the track-side charging contact positioned below the railway vehicle). For example, the signal may indicate the expected travel direction of the railway vehicle along a specific route. Advantageously, this provides a means for the on-vehicle controller to identify the orientation of the railway vehicle relative to the track-side charging contact without requiring any human input or response commands to other systems on the railway vehicle.

[0010] Preferably, the on-vehicle charging system further comprises a first signal receiver and a second signal receiver. The on-vehicle controller is configured to select a first track-side controller for communication from a plurality of track-side controllers based on receiving a first signal from the track-side signal transmitter by the first signal receiver before receiving a second signal from the track-side signal transmitter by the second signal receiver before establishing a secure wireless communication connection. This also provides an effective means for identifying the orientation of the railway vehicle without requiring specific input or response commands from other systems in the railway vehicle.

[0011] Optionally, the on-vehicle controller is configured to identify that one or more current collection contacts are in electrical contact with the track-side charging contact based on the first signal receiver receiving a third signal from a second track-side signal transmitter (e.g., an RFID tag / beacon). In this configuration, the on-vehicle controller is configured to instruct the first track-side controller to stop supplying current when the first signal receiver stops receiving the third signal. Advantageously, this provides an interlock that enhances safety during charging.

[0012] Optionally, in response to the in-vehicle controller being supplied with a first current, the in-vehicle controller monitors a first voltage at one or more current collectors, receives from a first track-side controller information indicating a second voltage at one or more track-side charging contacts via a secure communication connection, compares the difference between the first voltage and the second voltage with a threshold value (or a predetermined range), and in response to identifying that the difference is less than the threshold value (or outside the range), connects one or more current collectors to the battery and instructs the first track-side controller to supply a second current (e.g., a full charge current) higher than the first current. This provides an effective means for automatically checking contact quality / resistance before starting charging at full current.

[0013] Optionally, the in-vehicle controller is configured to identify that one or more current collectors are in electrical contact with corresponding track-side charging contacts based on receiving a signal from a proximity sensor indicating that the railway vehicle is present near the track-side charging contacts. Thus, the proximity sensor also provides an interlock to enhance safety during charging.

[0014] Optionally, the in-vehicle charging system further comprises an earth connection connected to the railway vehicle chassis, and the in-vehicle controller is configured to disconnect the battery and one or more current collectors from the earth connection in response to identifying that one or more current collectors are in electrical contact with corresponding track-side charging contacts and before connecting the battery to one or more current collectors. This makes the battery capable of being earthed through the current collectors and the track-side charging contacts, reducing the possibility of a return path for current through the railway vehicle chassis and also enhancing safety during charging.

[0015] Optionally, the in-vehicle controller is configured to collect data including the charge level of the battery and transmit the data to an external computing device for remote condition monitoring.

[0016] In another aspect of the present invention, a railway vehicle comprising the above-described in-vehicle charging system is provided.

[0017] In a further aspect of the present invention, there is provided a trackside charging system configured to charge a battery electric vehicle, the trackside charging system comprising a first trackside charging contact (e.g., a rail and / or an inclined contact) electrically connectable to a power source (e.g., a battery or a connection to another power supply source), and a trackside controller having a wireless communication interface or communicatively connected to a wireless communication interface. The trackside charging controller is configured to establish a secure wireless communication connection with a first in-vehicle charging controller, receive an instruction to supply a first current (e.g., a charging current or a preliminary current for a contact resistance check of the contact) via the wireless communication connection, and in response to receiving the instruction, connect the first trackside charging contact to the power source, thereby being configured to supply the first current.

[0018] Optionally, the trackside charging system comprises a plurality of trackside charging contacts electrically connectable to the power source, and the trackside controller is configured to select a first trackside contact for connection to the power source based on a unique identifier (e.g., an IP address) received from the first in-vehicle controller via a secure wireless communication session. This provides an effective means to enable charging independent of the direction of the battery electric vehicle, and the trackside controller may automatically connect the appropriate configuration of the trackside charging contact that matches the position of the current collection contact determined by the direction of the railway vehicle using the identifier.

[0019] Preferably, the trackside controller is configured to disconnect the first trackside charging contact from the power source in response to the loss of a secure wireless communication connection, providing an additional safety interlock.

[0020] Optionally, the trackside charging system comprises an electrically grounded earth wire, and the controller is configured to disconnect the first charging contact from the earth wire in response to receiving the instruction and before connecting the first charging contact to the power source.

[0021] Optionally, the trackside charging system further comprises one or more proximity sensors configured to detect the presence of a railway vehicle at a position corresponding to the first charging contact (e.g., attached to a platform or other structure near the trackside charging contact). In this case, the trackside controller is configured to connect the first charging contact to the power source in response to receiving an instruction and a signal from the proximity sensor indicating the presence of a railway vehicle at the position corresponding to the first charging contact, and to disconnect the first charging contact from the power source in response to no longer receiving a signal from the proximity sensor.

[0022] Optionally, the trackside controller is further configured to monitor a first voltage at the first trackside contact while a first current is being supplied, communicate the monitored first voltage to the on-vehicle controller via a secure wireless communication connection, receive an instruction to supply a second current higher than the first current to the first trackside contact in response to communicating the monitored first voltage, and instruct the power source to supply the second current.

[0023] Optionally, the trackside controller is configured to collect data including the level of charging of the power source and transmit the data to an external computing device for remote condition monitoring.

[0024] In a further aspect, a railway vehicle charging system is provided that includes the on-vehicle charging system and the trackside charging system described above.

[0025] In a further aspect, a method of charging a battery in a railway vehicle (implemented in one or more computing devices or other hardware devices, such as the on-vehicle controller and the track-side controller described above) is provided. The method includes establishing a secure wireless communication connection between an on-vehicle controller located in the railway vehicle and a first track-side charging controller, identifying that a first current collector contact located in the railway vehicle is in electrical contact with a first corresponding track-side charging contact, in response to the identifying step, instructing, by the on-vehicle controller via the secure wireless communication connection, the first track-side charging controller to supply a first current via the first track-side charging contact, and in response to the instructing step, connecting, by the track-side controller, the first track-side charging contact to a power source to thereby supply the first current.

[0026] Optionally, the method includes selecting, by the on-vehicle controller, a first track-side controller to communicate with from a plurality of track-side controllers based on receiving a signal from a track-side signal transmitter before establishing the secure wireless communication connection.

[0027] Optionally, the method includes selecting, by the on-vehicle controller, a first track-side controller to communicate with from a plurality of track-side controllers based on receiving a first signal from a track-side signal transmitter by a first signal receiver before receiving a second signal from the track-side signal transmitter by a second signal receiver before establishing the secure wireless communication connection.

[0028] Optionally, the step of identifying that the first current collector contact is in electrical contact with the first track-side charging contact includes receiving a third signal from a second track-side signal transmitter. In this case, the method preferably also includes, when the first signal receiver stops receiving the third signal, instructing, by the on-vehicle controller, the first track-side controller to stop supplying the first current.

[0029] Optionally, the method includes monitoring a first voltage at one or more current collectors, monitoring a second voltage at one or more track-side charging contacts, comparing a difference between the first voltage and the second voltage with a threshold value, connecting a battery to the one or more current collectors in response to identifying that the difference is less than the threshold value, and instructing a first track-side controller to supply a second current higher than the first current.

[0030] Optionally, the step of identifying that a first current collector is in electrical contact with a first track-side charging contact comprises receiving, from a proximity sensor, a signal indicating that a railway vehicle is present near the track-side charging contact.

[0031] Optionally, the method includes disconnecting the battery and the first current collector from the ground connection in response to and before connecting the battery to the first current collector, in response to identifying that the first current collector is in electrical contact with the first track-side charging contact.

[0032] Optionally, the method includes receiving, by a first track-side controller, a unique identifier from an on-vehicle controller via a secure wireless communication connection, and selecting, by the first track-side controller, a first track-side charging contact for connection to a power supply from a plurality of track-side charging contacts based on the unique identifier.

[0033] Optionally, the method includes disconnecting a first charging contact from a power supply in response to losing a secure wireless communication connection.

[0034] Optionally, the method includes disconnecting a first charging contact from a ground wire in response to receiving an instruction and before connecting the first charging contact to a power supply.

[0035] Optionally, the method includes transmitting data to an external computing device for remote monitoring, the data comprising one or more of a battery charge state (or level) and a power supply charge state (or level).

[0036] In a further aspect, the present invention provides a computer-readable medium (e.g., a non-transitory computer-readable medium) comprising instructions that, when executed by one or more processors (e.g., by the on-vehicle controller and the track-side controller described above), cause the one or more processors to perform the above method.

[0037] Here, embodiments of the present invention will be described only by way of example with reference to the following figures. Like reference numerals refer to like elements throughout.

Brief Description of the Drawings

[0038]

Figure 1A

Figure 1B

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Figure 7

Embodiments for Carrying Out the Invention

[0039] Embodiments of the present invention will be described below in the context of a battery electric train. However, it should be readily understood that the present invention is equally applicable to other battery-driven electric railway vehicles including battery electric locomotives and trams and light rail vehicles.

[0040] Figure 1A shows a schematic side view of a part of a battery electric railway vehicle 100. As shown, the battery electric railway vehicle 100 is a drive motor car in a battery electric train (BEMU), but it should be understood that the following also applies equally to other types of battery electric railway vehicles. Figure 1B shows a schematic top view of a part of the same battery electric vehicle 100. In use, the electric motor 102 is configured to draw power from the on-vehicle battery 104 and drive a plurality of drive wheels 106. Each of the drive wheels 106 has a flange 107 and travels along the first and second running rails 108a, 108b in a conventional manner.

[0041] Vehicle 100 also includes an in-vehicle (i.e., vehicle-side) charging system 110. The in-vehicle charging system 110 includes at least one, preferably at least two, shoes 112a, 112b positioned at the lower part of the main body of the motor vehicle (vehicle) 100. Each of the shoes 112a, 112b includes a current collection contact, and in this case, charging shoes 114a, 114b attached to respective actuators 116a, 116b. In a preferred embodiment, the charging shoes 114a, 114b are made of a carbon-copper composite material using a metallized carbon contact material (e.g., a carbon ceramic material with copper wires embedded, such as Morganite (registered trademark) grade MY258P manufactured by Morgan Advanced Materials), as is known in the art for use in conventional "third rail" electric railway vehicles. In the background of this invention, due to the large current generated during charging and the risk that materials such as cast iron may be welded to the charging rail because the vehicle is stationary during charging, the above materials are particularly advantageous over more traditional cast iron shoes used in some third rail electric vehicles. In one example, the charging shoes 114a, 114b are rated to carry current up to 1000 A (or more) at 850 V (or more). Preferably, the actuators 116a, 116b are pneumatic actuators, although hydraulic actuators or electromechanical actuators (including electromagnetic actuators) can alternatively be used. The use of pneumatic actuators is particularly beneficial in providing flexibility to the ride height due to wheel wear or vehicle load (which can change during charging) while maintaining a constant force on the charging shoes 114a, 114b. The pneumatic actuators enable the rapid deployment of the charging shoes 114a, 114b. As a further advantageous effect, the pneumatic actuators can also utilize the existing compressed air supply of the electric railway vehicle 100.

[0042] It should be understood that a plurality of charging devices 110 may be provided. Preferably, the motor car 100 is part of a railway structure, for example, part of a composite unit including a second drive motor unit (not shown) and optionally one or more non-powered vehicles (not shown) between the motor car 100 and a second motor car. In this case, one or more other charging devices 110 may be provided on the second motor car and / or the non-powered vehicle. Alternatively or additionally, two or more charging devices 110 may be provided on the motor car 100.

[0043] The on-vehicle controller 118 is also provided to control the operation of the actuators 116a, 116b, among other things. As will be described in more detail later, under the control of the on-vehicle controller 118, each actuator 116a, 116b is configured to move its associated charging shoe 114a, 114b between different positions. As shown in FIGS. 1A and 1B, this embodiment employs different actuators 116a, 116b for each charging shoe 114a, 114b, but in an alternative embodiment, a single actuator may be used to simultaneously change all the positions of the charging shoes 114a, 114b provided in the on-vehicle charging system 110. In some examples, the on-vehicle controller 118 is a traction control unit (TCU) or includes it.

[0044] Preferably, the charging system 110 also includes a receiver 120 configured to receive a wireless communication signal, for example, a transceiver for a response command RFID beacon.

[0045] The shoe gears 112a, 112b can be positioned at various points on the lower surface of the motor car 100. A suitable position is near the trailing truck of the motor car 100, but in front of it, and this position helps to ensure that the track-side charging contact is completely covered by the motor car 100 itself during charging (as described below).

[0046] FIG. 2A shows a schematic top view of the trackside charging infrastructure 200 configured to interact with the in-vehicle charging system 110 described above. In this context, "trackside" refers to, for example, vehicle-independent components, such as stationary components positioned on, between, or near the running rails 108a, 108b, such as the running rails 108a, 108b.

[0047] The trackside charging infrastructure 200 includes a power source or a connection to a power source 201 and trackside charging contacts 202a. A schematic side view of the trackside charging contacts 202a is shown in FIG. 2B. As will be described in more detail later, the trackside charging contacts 202a are provided with a connection 203 that can be selectively connected to a first potential of the power source 201 so that a charging current can be selectively supplied to the battery 104 when an appropriate charging shoe 114a is in contact with the trackside charging contacts 202a.

[0048] The power source 201 is preferably trackside energy storage means such as a battery. The power source 201 is charged via a connection to the power grid or by local power generation means (such as solar panels or wind turbines).

[0049] Preferably, a trackside controller 218 is provided to control the operation of the power source 201 and the connections 203, 205a, 205b.

[0050] In the embodiment shown in FIGS. 2A and 2B, the track-side charging contact 202a is composed of, for example, an elongated steel rail (or more preferably an aluminum rail having a stainless steel surface for contacting the respective current collectors 114a, 114b) with a length of about 4 m. Preferably, the track-side charging contact 202a includes a first inclined surface portion 206a at the first distal end (and optionally a second inclined surface portion 206b at the second distal end) and an intermediate portion 208 adjacent to the first inclined surface portion 206a (and the second inclined surface portion 206b if provided). The charging contact has an upper surface 209 (preferably made of stainless steel) extending from the first inclined surface portion 206a to the intermediate portion 208 (and to the second inclined surface portion 206b from the intermediate portion if provided). In the intermediate portion 208, the uppermost surface 209 is substantially parallel to the running rails 108a, 108b near the track-side charging contact 202a. And the uppermost surface 209 descends from the intermediate portion 208 to the first inclined surface portion 206a (and the second inclined surface portion 206b if provided). In the embodiment shown in FIGS. 2A and 2B, the track-side charging contact 202a is supported by the sleeper 210 (also called a tie or crosstie) by the electrical insulation component 212. The track-side charging contact 202a may alternatively be supported by other structures (e.g., via the electrical insulation component 212) if, for example, the running rails 108a, 108b are not supported by the sleeper.

[0051] The track-side charging contact 202a is preferably dimensioned to be completely covered by the train formation (e.g., by a driving motor car 100 or other railway vehicle alone, or by two adjacent and connected vehicles that are partially covered so as to completely cover the combination of vehicles to which the track-side charging contact 202a is coupled). Alternatively, the track-side charging contact 202a may have other configurations or materials.

[0052] In the illustrated embodiment, the trackside charging infrastructure 200 includes a first other trackside charging contact 204a and a second other trackside charging contact 204b. Preferably, the first and second other trackside charging contacts 204a, 204b also have the same configuration as described above with respect to the trackside charging contact 202a and are composed of a steel rail (or more preferably an aluminum rail having a stainless steel surface for contacting the respective current collectors 114a, 114b). Each of the first and second other trackside charging contacts 204a, 204b has respective connection portions 205a, 205b that can be selectively connected to a second potential different from the first potential of the power source 201 or electrically grounded. In one example, the trackside charging contact 202a is held at a positive potential during charging, and the first and second other trackside charging contacts 204a, 204b are held at a negative potential during charging. During charging of the battery 104, either the first or second other trackside charging contact 204a, 204b provides a return connection via the second charging shoe 114b.

[0053] Alternatively, it should be understood that the trackside charging contact 202a can be selectively connected to the second potential or electrically grounded, and the first and second other trackside charging contacts can be selectively connected to the first potential.

[0054] In a preferred embodiment, as shown in FIG. 2A, the track-side charging contact 202a is positioned substantially equidistantly between the first running rail 108a and the second running rail 108b. The first other track-side charging contact 204a is positioned between the first running rail 108a and the track-side charging contact 202a, and the second other track-side charging contact 204b is positioned between the second running rail 108b and the track-side charging contact 202a, such that the track-side charging contact 202a is also positioned substantially equidistantly between the first other track-side charging contact 204a and the second other track-side charging contact 204b. Correspondingly, the first charging shoe 114a is positioned substantially centrally below the drive motor car 100, i.e., substantially equidistantly between the first running rail 108a and the second running rail 108b as shown in FIG. 1B. Further, the second charging shoe 114b is offset from the center of the drive motor car by a distance corresponding to the distance between the track-side charging contact 202a and each of the first and second other track-side charging contacts 204a, 204b.

[0055] Advantageously, this configuration enables charging regardless of the direction in which the drive motor car 100 approaches the track-side charging infrastructure 200, i.e., regardless of the orientation of the drive motor car 100. The first charging shoe 114a is always connected to one potential via the track-side charging contact 202a, and the second charging shoe 114b is connected to the other potential via either the first or the second other track-side charging contact 204a, 204b.

[0056] Optionally, one or more guide rails 214a, 214b are provided. Each of the guide rails 214a, 214b is positioned near the corresponding running rails 108a, 108b such that a flange of a wheel of the drive motor car 100 (e.g., one flange 107 of the drive wheel 106) follows a path between the corresponding running rails 108a, 108b and the respective guide rails 214a, 214b. This holds the lateral movement of the drive motor car near the track-side charging infrastructure 200, thereby improving the alignment of the sharing shoes 114a, 114b with the track-side charging contact 202a and the other track-side charging contacts 204a, 204b. The guide rails 214a, 214b are preferably positioned such that the wheels of the drive motor car 100 are laterally restricted when the charging shoe 114a is positioned on the track-side charging contact 202a. The guide rails 214a, 214b are shown in FIG. 2A near the track-side charging contact 202a and the other track-side charging contacts 204a, 204b, but it should be understood that they may be positioned in front of and / or behind the track-side charging contact 202a and the other track-side charging contacts 204a, 204b with respect to the traveling direction of the railway vehicle or may extend at a certain distance.

[0057] The above configuration using three track-side charging contacts 202a, 204a, 204b is preferred, but alternatively a configuration using two track-side charging contacts (e.g., one positive electrode, one negative electrode / ground), or four or more (e.g., two or more positive electrodes, two or more negative electrodes / ground) is also suitable.

[0058] A further embodiment is shown in FIG. 2C. In this configuration, a track-side charging contact 202b and a single other track-side charging contact 204c are provided. In all other respects, this embodiment is the same as the embodiments of FIGS. 2A and 2B. The track-side charging contact 202b is positioned approximately in the center between the running rails 108a, 108b, and the other charging contact 204c is positioned between the track-side charging contact 202b and the running rail 108b. Preferably, one of the track-side charging contact 202b and the other track-side charging contact 204c is permanently grounded and the other is selectively connectable to a voltage source.

[0059] As described below, two or more trackside charging systems 200 may be provided at specific locations so that two or more battery-equipped vehicles in a train can be charged simultaneously when the train is stopped. For example, a plurality of trackside charging systems 200 may be provided adjacent to a platform corresponding to the positions of the corresponding on-vehicle charging systems 110 in one or more trains stopped at the platform. In these examples, each trackside charging system may have its own power source 201 or, alternatively, may share a common power source 201.

[0060] The embodiments of FIGS. 2A-2B may be provided in the embodiment of FIG. 2C. This is shown in FIG. 2D. FIG. 2D shows a train formation including a first drive motor car AA and a second drive motor car CC and a trailer BB connected between the first and second drive cars AA, CC. The train formation is shown in two different directions 260, 262 with respect to the first and second running rails 108a, 108b, where direction 260 indicates that the drive motor car AA leads and direction 262 indicates that the same train formation is reversed and the drive motor car CC leads. A pair of current collection contacts 114a, 114b as described in connection with FIGS. 1A and 1B above are provided on each of the first and second drive cars AA, CC and the trailer, and are positioned as described above in connection with FIGS. 2A and 2B. In this configuration, the trackside charging infrastructure is arranged to provide trackside charging contacts that enable charging to be performed on each of the drive motor cars AA, CC and the trailer BB.

[0061] As shown in FIG. 2D, the infrastructure for on-rail charging according to the embodiment of FIG. 2C is provided at locations corresponding to the positions where the two driving motor cars AA and CC stop. In this embodiment, regardless of the direction of the train formation, as can be seen by comparing the directions 260 and 262 in FIG. 2D, only the (central) on-rail charging contact 202d and the single (offset) other on-rail charging contact 204c need to be provided on the driving motor cars AA and CC. However, at the position corresponding to the non-driving car BB, preferably, the (central) on-rail charging contacts 202a and the two (offset) other on-rail charging contacts 204a and 204b are provided according to the embodiments of FIGS. 2A and 2B. By changing the direction of the train formation, which side of the center of the non-driving car BB the one of the current collection contacts 114b of the non-driving car BB is positioned on the left or right side with respect to its traveling direction changes. Therefore, by providing the two other on-rail charging contacts 204a and 204b, it is guaranteed that the non-driving car BB can participate in charging regardless of the direction of the train.

[0062] Figure 3 shows a schematic overview of the interface between the on-vehicle charging system 110 and the track-side charging system 200. The on-vehicle controller 118 includes, or is communicatively connected to, an on-vehicle wireless communication interface 2002 configured to communicate, for example, via Wi-Fi (registered trademark). The on-vehicle controller 118 is configured to control the connection between the battery 104 and the current collectors 114a, 114b (current collector shoes 114a, 114b in this embodiment), and optionally also the connection between the battery 104 and the motor 102. As described above, in a preferred embodiment, the on-vehicle controller 118 is also configured to control the deployment of the current collector shoes 114a, 114b. In a preferred embodiment, the on-vehicle controller 118 is the traction control unit as described above, or a part thereof. Alternatively, the on-vehicle controller 118 may be a battery management unit. Additional components (such as a battery management unit) may be provided (not shown in FIG. 3). Preferably, the on-vehicle controller 118 further includes, or is communicatively connected to, a receiver 120, for example, an RFID interrogator, as will be described in more detail below.

[0063] It should be understood that the train may include two or more on-vehicle charging systems 110. Preferably, each vehicle of a train equipped with a battery, for example, each drive motor vehicle of an electric multiple unit, is provided with a separate charging system 110. This enables independent charging of one or more batteries 104 for each vehicle. For example, during a scheduled charging stop, if for some reason charging cannot proceed in one vehicle of the train, the batteries of the remaining battery-equipped vehicles in the train can still be beneficially charged.

[0064] The track-side controller 218 includes, for example, a track-side wireless communication interface 2004 configured to communicate via Wi-Fi (registered trademark), or is communicatively connected to the track-side wireless communication interface 2004. The track-side controller 218 is configured to control the connection between the battery 104 and the track-side charging contacts 202a, 204a, 204b. Preferably, one or more proximity sensors 2010 are also provided and communicatively connected to the track-side charging controller 218. The single or plural proximity sensors 2010 are configured to detect the presence of a railway vehicle in the track-side charging system 200.

[0065] Before charging, an electrical connection 2001 is configured between each of the track-side charging contacts 202a, 204a, 204b and the on-vehicle current collection contacts 114a, 114b. As will be described in more detail later, the charging process is supervised by the on-vehicle controller 118 via a secure wireless communication connection 2006 (for example, a secure Wi-Fi (registered trademark) session) with the track-side controller 218 via each of the wireless communication interfaces 2002, 2004.

[0066] Preferably, each of the on-vehicle controller 118 and the track-side controller 218 has respective means for communicating with an external computing system (not shown), for example, via a cellular network. The on-vehicle controller 118 is configured to periodically or continuously upload information indicating the state and level of charge of the battery 104, the operation of the gears 112a, 112b, the current and voltage measured during charging, etc. to the external computing system. Further, other information regarding the operation of the railway vehicle 100 is also preferably (for example, by the on-vehicle controller 118) uploaded.

[0067] Similarly, the track-side controller 218 is configured to periodically or continuously upload information regarding the operation of, for example, the track-side charging system 200 to an external computing system. When the power supply 201 is a battery, the track-side controller 218 uploads information regarding the state of charge of the battery of the power supply 201 and the energy consumed from the grid connection or other supply source during charging of the battery of the power supply 201.

[0068] Thus, according to the present invention, remote condition monitoring of both the railway vehicle and the track-side charging system becomes possible. Advantageously, the received information is used to identify and preferably predict when repair or maintenance is required, avoiding unnecessary maintenance and potential failures, and shortening the time during which the railway vehicle 100 or the track-side charging system 200 is not operating.

[0069] In a preferred embodiment, the on-vehicle controller 118 is configured to operate the on-vehicle charging system 110 based at least to some extent on the signals received by the receiver 120. FIG. 4 shows a schematic partial top view of a portion of the track 400. One or more transmitters 402a, 402b, 402c are provided for approaching the track-side charging contact 202a and the first and second other track-side charging contacts 204a, 204b. Preferably, the one or more transmitters 402a, 402b, 402c are RFID transponders or "beacons". When the receiver 120 is within a specific range (e.g., about 600 mm) of each transmitter 402a, 402b, 402c, it issues a response command to each transmitter 402a, 402b, 402c. In response to the response command, each transmitter 402a, 402b, 402c transmits a predetermined signal in a manner well known in the context of RFID transponders.

[0070] An optional first transmitter 402a is configured to transmit a signal indicating the presence of the drive motor vehicle 100 on a route where the charging infrastructure 200 is provided. For example, the signal may indicate that the drive motor vehicle 100 is traveling along a route corresponding to a particular platform of a station and that the charging infrastructure 200 is available for that platform. As will be further described below, the signal may optionally indicate other information indicating the expected direction of travel of the railway vehicle along the route or the relative position of two or more trackside charging systems, which may be used by the on-vehicle controller to identify which of a number of trackside controllers 218 should be communicated with. RFID beacons are often already present near the entrance of a predetermined length of track adjacent to the platform and transmit a signal indicating on which side of the train the platform is located and thus on which side the train doors should be opened when the train is stationary. Advantageously, this type of well-known RFID beacon can also be easily adopted to indicate whether the charging infrastructure 200 is available and / or the direction of travel.

[0071] In a preferred embodiment, the second transmitter 402b is configured to transmit a signal instructing that one or more charging shoes 114a, 114b should be deployed. When the drive motor vehicle 100 travels over the second transmitter 402b, the receiver 120 detects this signal, and in response, the controller 118 causes the actuators 116a, 116b to move the charging shoes 114a, 114b from their respective storage positions to their deployed positions. Advantageously, this provides a simple and robust means for determining when to deploy the charging shoes 114a, 144b. The second transmitter 402b is positioned relative to the trackside charging contact 202a and the first and second other trackside charging contacts 204a, 204b such that, taking into account the expected speed profile of the drive motor vehicle 100, the actuators 116a, 116b have sufficient time to fully deploy before reaching the trackside charging contact 202a and the first and second other trackside charging contacts 204a, 204b. Preferably, the second transmitter 402b is also positioned as close as possible to the trackside charging contact 202a and the first and second other trackside charging contacts 204a, 204b to reduce the risk that the deployed charging shoes 114a, 114b may interfere with other articles or infrastructure located between the running rails 108a, 108b.

[0072] The third transmitter 402c is preferably provided in the vicinity of the trackside charging contact 202a and the first and second other trackside charging contacts 204a, 204b and is configured to transmit a signal indicating that the drive motor vehicle 100 is in a position suitable for starting charging. Preferably, the range of the third transmitter 402c is such that the signal is transmitted only when the first charging shoe 114a contacts the uppermost surface 209 at the intermediate portion 208 of the trackside charging contact 202a to further optimize the electrical contact.

[0073] It should be understood that the transmitters 402a, 402b, 402c can be arranged at various positions with respect to the running rails 108a, 108b. As shown in FIG. 4, the transmitters 402a, 402b, 402c are positioned on the crossties 210 between the running rails 108a, 108b and are offset from the midpoint between the running rails 108a, 108b. The transmitters 402a, 402b, 402c (and the corresponding receivers 120) may alternatively be arranged at or near the midpoint between the running rails 108a, 108b, or may be positioned outside the running rails 108a, 108b (e.g., to the left of the running rail 108a or to the right of the running rail 108b in the reference frame of FIG. 4).

[0074] As described above, preferably, each battery-equipped vehicle in the train is preferably provided with its own charging system 110, and when the train stops at a charging location (e.g., at a station equipped with the trackside charging system 200), each battery 104 can be charged by its respective trackside charging system 200. In such a situation, the plurality of in-vehicle controllers 118 may have a wireless communication interface 2002 within the range of the wireless communication interface 2004 with the plurality of trackside controllers.

[0075] Advantageously, the present invention provides means for ensuring that each in-vehicle controller 118 communicates with an appropriate trackside controller 218. This ensures, for example, that the charging current requested by a particular in-vehicle controller 118 during charging is sent to the appropriate battery 104. This is shown in FIGS. 5A - 5C.

[0076] The proximity sensor 2010 is also shown in FIG. 4 in the vicinity of the trackside charging contacts 202a, 204a, 204b. The proximity sensor 2010 is configured to detect whether the railway vehicle is positioned on the trackside charging contacts 202a, 204a, 204b and communicate this information to the trackside charging controller 218.

[0077] Here, the operations of the in-vehicle charging system 110 and the track-side charging system 200 will be described with reference to FIGS. 5A to 7. FIGS. 5A to 5C show the process of the train approaching the charging location. FIGS. 6A to 6B show the electrical connections in the in-vehicle charging system 110 and the track-side charging system 200 before and during charging. FIG. 7 shows a method of operating the in-vehicle charging system 110 and the track-side charging system 200.

[0078] In step S702, the in-vehicle controller 118 determines which track-side controller 218 to communicate with. FIG. 5A shows a battery electric train including the first drive motor car 100a and the second drive motor car 100b and traveling from right to left. In this example, the first drive motor car 100a leads and the second drive motor car 100b follows. Each drive motor car 100a, 100b includes its own in-vehicle controller 118a, 118b, its own RFID interrogator (or other appropriate signal receiver) 120a, 120b, and its own current collector contact 114a, 114c (e.g., a current collector shoe). Each in-vehicle controller 118a, 118b is communicatively connected to both RFID interrogators 120a, 120b.

[0079] Also shown are the first and second track-side charging contacts 202a, 202d and the corresponding track-side controllers 218a, 218b. The track-side charging contacts 202a, 202d are positioned apart such that when the battery electric train stops at an appropriate position, the charging current can be supplied to the current collector contacts 114a, 114c of the first and second drive motor cars 100a, 100b simultaneously. Although two track-side charging contacts 202a, 202d are shown, it should be understood that other charging contacts may be provided to accommodate trains with longer vehicle lengths having three or more battery-equipped vehicles with an in-vehicle charging system. Further, as described in connection with FIGS. 2A and 4 above, it should be understood that other track-side charging contacts 204a, 204b are provided for each track-side charging contact 202a, and these are omitted from FIGS. 5A to 5C for clarity of explanation.

[0080] The first and second track-side charging contacts 202a, 202d are positioned between a pair of RFID beacons (or other suitable signal transmitters) 402a, 402b. Each RFID beacon 402a, 402b is configured to provide information indicating the expected direction of travel or other information indicating the relative positions of the track-side charging contacts 202a, 202d. As is well known in the art, the direction in which a railway vehicle can travel along a track route / section is often restricted. For example, this route often has an "upward" line and a "downward" line / an "inbound" line and an "outbound" line or the like, and a railway vehicle usually travels in only one direction along it during normal operation. Therefore, the expected direction of travel can be inferred from the signals from the beacons 402a, 402b indicating that they are on the "upward" line or the "downward" line or the like.

[0081] Advantageously, by identifying the expected direction of travel and which of the RFID interrogators 120a, 120b will receive a signal from the RFID beacon 402a first, each in-vehicle controller 118a, 118b can determine which track-side controller 218a, 218b to communicate with.

[0082] When the battery-electric vehicle travels from right to left, the RFID interrogator 120a of the first drive motor car 100a makes a response command to the RFID beacon 402a and receives a signal from the RFID beacon 402a before the RFID interrogator 120b of the second drive motor car 100b. This information is provided to both of the in-vehicle controllers 118a, 118b. The in-vehicle controller 118a of the first drive motor car 100a grasps that the RFID interrogator 120a of the first drive motor car 100a first encounters the first beacon 402a, and in combination with the knowledge of the expected direction of travel received from the beacon 402a, determines that it should communicate with the track-side controller 218a. Similarly and based on the same information, the in-vehicle controller 118b of the second drive motor car 100b determines that it should communicate with the track-side controller 218b.

[0083] A second example is shown in FIG. 5B. In this case, the battery electric vehicle also travels from right to left here, but the positions of the first and second drive motor cars 100a, 100b are reversed (i.e., the second drive motor car 100b leads and the first drive motor car 100a follows). In this case, the RFID interrogator 120b of the second drive motor car 100b issues a response command to the RFID beacon 402a in front of the RFID interrogator 120a of the first drive motor car 100a. The in-vehicle controller 118a of the first drive motor car 100a should determine to communicate with the track-side controller 218b based on this information and the predicted traveling direction indicated by the signal from the beacon 402a, and the in-vehicle controller 118b of the second drive motor car 100b determines to communicate with the track-side controller 218a.

[0084] A third example is shown in FIG. 5C. In this example, the first drive motor car 100a leads and the battery electric vehicle travels from left to right. In this case, the RFID interrogators 120a, 120b interact with a second beacon 402d that again provides a signal indicating the predicted traveling direction. Based on this signal and the fact that the first RFID interrogator 120a receives the signal in front of the second RFID interrogator 120b, the first in-vehicle controller 118a determines to communicate with the second track-side controller 218b, and the second in-vehicle controller 118b determines to communicate with the first track-side controller 218a.

[0085] When the in-vehicle controller 118 determines the track-side controller 218 to communicate with, in step S702, the in-vehicle controller 118 establishes a secure wireless connection 2006 with the appropriate track-side controller 218, for example, using a wireless handshake procedure well-known in the art. When the railway vehicle 100 stops in step S706, a secure wireless connection 2006 can be established with the current collector contacts 114a, 114b in electrical contact with the corresponding track-side charging contacts 202a, 204a, 204b. Alternatively, as shown in FIG. 7, a secure wireless connection 2006 is established while the railway vehicle 100 is still moving (i.e., before it stops in step S706), and thus, when the current collector contacts 114a, 114b come into electrical contact with the corresponding track-side charging contacts 202a, 204a, 204b, the time required to start charging is shortened.

[0086] The in-vehicle controller 118 is configured to control the electrical connection to the battery 104 and the current collector contacts 114a, 114b. FIG. 6A shows the connection before the current collector contacts 114a, 114b come into electrical contact with the corresponding track-side charging contacts 202a, 204a.

[0087] It is understood that the third charging contact 204b is also preferably provided at a position corresponding to the trailing vehicle BB having the current collector contact (as described in connection with FIG. 2D), but this is omitted from FIGS. 6A and 6B for clarity of explanation. In this case, both of the two other track-side charging contacts 204a, 204b are preferably connected together so that they are held at the same potential (e.g., an electrical ground point) during charging.

[0088] Alternatively, the on-vehicle controller 118 optionally transmits information on the train configuration / orientation (e.g., based on identifying which of the RFID interrogators 120a, 120b first interacted with their respective beacons 402a, 402d as described above). For example, this information optionally indicates which of the two other track-side charging contacts 204a, 204b contacts the current collector contact 114b of the trailing vehicle BB, such that the other of the track-side charging contacts 204a, 204b is selectively connected to the power source 201 while the other remains insulated / grounded.

[0089] The on-vehicle controller 118 disconnects the current collector contacts 114a, 114b from the battery 104 (e.g., using contacts A and B) and connects and holds them to the railway vehicle chassis (e.g., using contacts C and D). The railway vehicle chassis provides an electrical ground point through the bogies and wheels 106 via the running rails 108a, 108b. The negative pole or ground terminal of the battery 104 is also connected to the vehicle chassis (i.e., the same electrical ground point), e.g., via contact E.

[0090] In the absence of a secure wireless connection 2006, the track-side controller 218 disconnects and holds at least the positive terminal of the power source 201 from the corresponding track-side charging contact 202a, e.g., using contact F, and grounds and holds the track-side charging contact 202a, e.g., using contact G. As shown in FIG. 6A, the negative terminal of the power source can be connected to the negative track-side charging contact 204a via contact H, and the negative track-side charging contact 204a can optionally be grounded via contact J. In an alternative configuration, the negative track-side charging contact 204a (and optionally the negative terminal of the power source 201) is permanently electrically grounded. In some examples, elements F and H are contacts in a common contactor.

[0091] It should be understood that while contacts are preferred, each of the contacts A, B, C, D, E, F, G, H, J may be replaced by other types of electrical switching devices, e.g., including circuit breakers.

[0092] In step S708, the vehicle-mounted controller 118 confirms that the current collectors 114a and 114b are in electrical contact with the corresponding track-side charging contacts 202a, 204a, and 204b. In one example, the vehicle-mounted controller 118 receives, from one or more pressure sensors connected to the actuators 116a and 116b, a signal indicating that a force is applied between the current collectors 114a and 114b and the respective track-side charging contacts 202a, 204a, and 204b. Preferably, the vehicle-mounted controller also confirms that the vehicle-mounted receiver (for example, an RFID interrogator) 120 is receiving a signal from the third transmitter (for example, an RFID beacon) 402c.

[0093] Furthermore, the track-side controller is configured to monitor, based on signals from each of the one or more proximity sensors 2010, whether the railway vehicle is positioned on the track-side charging contacts 202a, 204a, and 204b. When the railway vehicle is not detected, the track-side controller 218 prevents the track-side charging contacts 202a, 204a, and 204b from being connected to the power supply 201. Accordingly, the proximity sensors form a wired interlock to prevent the track-side charging contacts from being energized when the railway vehicle is absent.

[0094] In step S710, the in-vehicle controller 118 is configured to provide vehicle configuration information and a unique identifier (e.g., a unique IP address assigned to the in-vehicle controller 118) via a secure wireless connection 2006 (e.g., indicating which direction the train is facing, as indicated by which of the RFID interrogators 120a, 120b first reads the beacon 402a). Then, using the vehicle configuration information and the unique identifier provided by the in-vehicle controller 118, the trackside controller 218 identifies the positions of the current collectors 114a, 114b with respect to the trackside charging contacts 202a, 204a, 204b in order to identify which of the trackside charging contacts 202a, 204a, 204b are in contact with the current collectors. The trackside controller 218 can advantageously refrain from energizing the positive trackside charging contacts 202a, 204a, 204b that are not in contact with the current collectors 114a, 114b during charging, depending on the configuration of the trackside charging contacts 202a, 204a, 204b. For example, the tracks of a particular station platform may have multiple sets (e.g., three or more sets) of trackside charging contacts 202a, 204a, 204b at different positions along the track to charge the train with a corresponding number of sets (e.g., three or more sets) of current collectors 114a, 114b. However, some trains may have only a small number of sets of current collectors 114a, 114b (e.g., one per driving motor car, for a total of two sets), and in such a situation, the present invention can advantageously ensure that none of the sets of trackside charging contacts 202a, 204a, 204b that are not in contact with the current collectors 114a, 114b are energized. The unique identifier is used, for example, for state monitoring, maintenance, and / or billing purposes to track the amount of energy supplied to a particular railway vehicle or battery.

[0095] Furthermore, the track-side controller 218 optionally determines, based on the unique identifier, whether the in-vehicle controller 118 is permitted to instruct charging in the track-side charging system 200. For example, only railway vehicles with proper / conforming equipment may be permitted to charge with the track-side charging system 200. In this case, the track-side controller 218 accesses a data repository indicating the unique identifiers of all permitted in-vehicle controllers 118, and if the received unique identifier does not match any of the unique identifiers of the permitted in-vehicle controllers 118, it is configured to prevent charging from being performed.

[0096] Then, the in-vehicle controller 118 transmits an instruction to the track-side controller 218 via the secure wireless connection 2006 to connect the power supply 201 in step S712. Then, the track-side controller 218 connects the appropriate track-side charging contacts 202a, 204a (e.g., using contacts G, F, H and optionally contact J if the negative charging contact 204a is not permanently electrically grounded) to the power supply 201. This is shown in FIG. 6B.

[0097] And preferably, the in-vehicle controller 118 draws a relatively low first current from the power source 201 to a resistor or other appropriate electrical load (not shown) mounted on the railway vehicle 100 through the track-side charging contacts 202a, 204a, 204b and the current collection contacts 114a, 114b. In one example, the resistor has a resistance of about 50 ohms. The in-vehicle controller 118 is configured to measure the voltage at the current collection contacts 114a, 114b while this first current is being supplied. Similarly, the track-side controller 218 is configured to measure the voltage at the track-side charging contacts and transmit the measured value to the in-vehicle controller 118 via a secure wireless connection 2006. Then, the in-vehicle controller 118 compares the difference between the voltage measured at the current collection contacts 114a, 114b and the voltage measured at the track-side charging contacts with a predetermined threshold value. If the difference is less than the threshold value, the in-vehicle controller 118 determines that the electrical connection between the current collection contacts 114a, 114b and the track-side charging contacts 202a, 204a, 204b is in an acceptable quality state (i.e., the resistance between the current collection contacts 114a, 114b and the track-side charging contacts 202a, 204a, 204b is low enough to continue charging).

[0098] And in step S714, the in-vehicle controller 118 disconnects the current collection contacts 114a, 114b and the negative / ground terminal of the battery 104 from the vehicle chassis (e.g., using contacts C, D, and E). The in-vehicle controller 118 further connects the current collection contacts 114a, 114b to the respective terminals of the battery 104 (e.g., using contacts A and B). Advantageously, by removing the ground connection between the battery 104 and the chassis during charging, the risk of current flowing through the vehicle 100, the wheels 106, and the running rails 108a, 108b is reduced / avoided, thereby enhancing the safety for personnel near the railway vehicle 100 during charging.

[0099] Then, in - vehicle controller 118 increases the charging current from power supply 201 (preferably bypassing a resistor) to a second, higher current supplied to battery 104, whereby battery 104 is charged. Advantageously, by testing the resistance between contacts 114a, 114b, 202a, 204a, 204b at such a low current, damage or other undesirable effects caused by attempting to apply the full amount of the second charging current when the resistance is too high can be avoided. In some examples, the first current is about 15A and 750V, the second charging current is about 1000A at 850V, enabling very rapid charging of battery 104. And battery 104 is charged using a second current that is energized through connection 2001 in step S715.

[0100] During charging in step S715, in - vehicle controller 118 is preferably configured to continue monitoring the difference between the voltage measured at current - collecting contacts 114a, 114b and the respective voltages at track - side charging contacts 202a, 204a, 204b communicated by track - side controller 218. In other words, in - vehicle controller 118 continues to monitor the quality of electrical connection 2001 between current - collecting contacts 114a, 114b and track - side charging contacts 202a, 204a, 204b.

[0101] Preferably, in - vehicle controller 118 is further configured to receive from a differential current sensor a signal indicating the difference between the supply current and the return current. In - vehicle controller 118 monitors this signal to identify whether the difference is outside a predetermined range (e.g., whether the difference is a non - zero value), thereby identifying whether there is current leakage to ground.

[0102] In step S716, in - vehicle controller 118 preferably terminates charging in response to one or more of the following conditions being met. · The battery has reached a predetermined state of charge. The on-vehicle controller 118 determines (either directly or via an intermediate battery management unit) that the charge level of the battery 104 is approaching, matching, or exceeding a desired charge level (e.g., 80%, 90%, or 100% charged). The desired charge level is pre-determined, for example, based at least on the charge level required to drive the railway vehicle 100 until it reaches the next charging system 200 along the route it follows. · The railway vehicle 100 prepares to move. The on-vehicle controller 118 determines, for example, via a signal received from a power brake selector (not shown), that the driver of the vehicle 100 has applied tractive force or released the vehicle brake. · The interlock changes state (e.g., the proximity sensor 2010 stops detecting the presence of the vehicle, or the receiver 120 stops receiving signals from the third RFID beacon 402c). · A fault is detected (e.g., one of the contacts A, B, C, D, E, F, G, H, or J is not in the proper position). · A poor electrical contact is detected between the current collection contacts 114a, 114b and the track-side charging contacts 202a, 204a, 204b (e.g., the on-vehicle controller 118 determines that the difference between the measured voltages exceeds a predetermined threshold). · A leakage current is detected (e.g., when the on-vehicle controller 118 determines, based on a signal from a differential current sensor, that there is a current leakage to ground). · The emergency stop button is actuated.

[0103] As described above, the on-vehicle controller 118 will also independently end charging when it loses the secure wireless connection 2206.

[0104] When the in-vehicle controller 118 determines to end the charging, it rapidly reduces the current from the power supply 201 to the track-side charging contacts 202a, 204a, 204b to zero, disconnects the power supply 201 from the track-side charging contacts 202a, 204a, 204b (e.g., using contacts F and H), and instructs the track-side controller 218 to re-ground the track-side charging contacts 202a, 204a, 204b (e.g., using contacts G and J) via a safe wireless connection 2206 (however, as described above, in some examples, the negative track-side charging contacts 204a, 204b are permanently electrically grounded). Similarly, the in-vehicle controller 118 disconnects the battery 104 from the current collection contacts 114a, 114b (e.g., using contacts A and B) and reconnects it to the traction motor 102. The in-vehicle controller 118 also reconnects the current collection contacts 114a, 114b and the negative terminal of the battery 104 to the vehicle chassis (e.g., using contacts C, D, and E) to provide a route to the ground point. Then, the railway vehicle 100 becomes detachable, and the safe wireless communication session 2006 ends.

[0105] If the emergency stop button is pressed or the proximity sensor 2010 detects that the railway vehicle 100 has moved, to further enhance safety, various contacts A, B, C, D, E, F, G, H, J are controlled by the in-vehicle controller 118 and the track-side controller 218 respectively to immediately disconnect the power supply, the track-side charging contacts 202a, 204a, 204b, the current collection shoes 114a, 114b, and the battery 104 before reducing the current.

[0106] The present invention also provides one or more computer-readable media (e.g., non-transitory computer-readable media) that, when executed by one or more processors (e.g., the processors of the in-vehicle controller 118 and the track-side controller 218), comprise instructions to cause the processor to perform the above-described method 700 to some extent or in its entirety.

[0107] The above embodiments are provided only as an example of the present invention and are not limiting. The present invention is defined by the following independent claims and encompasses all modifications and equivalents within the scope of those claims. Further aspects of the present invention should be understood from the following claims.

Claims

1. An in-vehicle charging system configured for installation on a railway vehicle, comprising: one or more current collectors; a battery electrically connectable to the one or more current collectors; an in-vehicle charging controller having a wireless communication interface or communicatively connected to the wireless communication interface, establishing a secure wireless communication connection with a first track-side charging controller, in response to identifying that the one or more current collectors are in electrical contact with corresponding track-side charging contacts, instructing the first track-side charging controller via the secure wireless communication connection to connect a power source to the track-side charging contacts, drawing a first current from the power source via the one or more track-side charging contacts to charge the battery, an in-vehicle charging controller configured as such; and an in-vehicle charging system comprising the same.

2. further comprising a first signal receiver, wherein the in-vehicle controller is configured to select the first track-side controller for communication from a plurality of track-side controllers based on receiving a signal from a track-side signal transmitter via the first signal receiver before establishing the secure wireless communication connection. The in-vehicle charging system according to Claim 1.

3. further comprising a first signal receiver and a second signal receiver, wherein the in-vehicle controller is configured to select the first track-side controller for communication from a plurality of track-side controllers based on receiving a first signal from a track-side signal transmitter by the first signal receiver before receiving a second signal from the track-side signal transmitter by the second signal receiver before establishing the secure wireless communication connection. The in-vehicle charging system according to Claim 1.

4. the in-vehicle controller is configured to identify that the one or more current collectors are in electrical contact with the track-side charging contacts based on the first signal receiver receiving a third signal from a second track-side signal transmitter, the in-vehicle controller is configured to instruct the first track-side controller to stop supplying current when the first signal receiver stops receiving the third signal. The in-vehicle charging system according to Claim 2 or 3.

5. the in-vehicle controller monitors a first voltage at the one or more current collectors according to the supplied first current, ​ Receive information indicating a second voltage in the one or more track-side charging contacts from the first track-side controller via the secure communication connection, Compare the difference between the first voltage and the second voltage with a threshold value, In response to identifying that the difference is less than the threshold value, Connect the one or more current collection contacts to the battery, Draw a second current higher than the first current from the power source, The in-vehicle charging system according to any one of claims 1 to 4, which is configured as described above.

6. Based on receiving a signal indicating that the railway vehicle is present near the track-side charging contact from a proximity sensor, the in-vehicle controller is configured to identify that one or more current collection contacts are in electrical contact with the corresponding track-side charging contact. The in-vehicle charging system according to any one of claims 1 to 5.

7. Further comprising a ground connection connected to the railway vehicle chassis, and the in-vehicle controller, In response to identifying that the one or more current collection contacts are in electrical contact with the corresponding track-side charging contact and before connecting the battery to the one or more current collection contacts, is configured to disconnect the battery and the one or more current collection contacts from the ground connection. The in-vehicle charging system according to any one of claims 1 to 6.

8. The in-vehicle controller is configured to collect data including the charge level of the battery and transmit the data to an external computing device for remote condition monitoring. The in-vehicle charging system according to any one of claims 1 to 7.

9. A railway vehicle comprising the in-vehicle charging system according to any one of claims 1 to 8.

10. A track-side charging system configured to charge a battery electric vehicle, comprising: A first track-side charging contact electrically connectable to a power source, A track-side controller having a wireless communication interface or communicatively connected to the wireless communication interface, wherein the track-side charging controller, Establishes a secure wireless communication connection with a first in-vehicle charging controller, Receives an instruction via the wireless communication connection, A track-side controller configured to connect the first track-side charging contact to the power source in response to receiving the instruction, A track-side charging system comprising the above.

11. Comprising a plurality of track-side charging contacts electrically connectable to the power source, The track-side controller is configured to select the first track-side contact for connection to the power supply based on the unique identifier received from the first vehicle-mounted controller via the secure wireless communication session, the track-side charging system according to claim 10.

12. The track-side controller is configured to disconnect the first track-side charging contact from the power supply in response to loss of the secure wireless communication connection, the track-side charging system according to claim 10 or 11.

13. Further comprising an electrically grounded earth wire, the controller is configured to disconnect the first charging contact from the earth wire in response to receiving the instruction and before connecting the first charging contact to the power supply, the track-side charging system according to any one of claims 10 to 12.

14. Further comprising a proximity sensor configured to detect the presence of a railway vehicle at a position corresponding to the first charging contact, the track-side controller connects the first charging contact to the power supply in response to receiving the instruction and receiving a signal from the proximity sensor indicating the presence of a railway vehicle at a position corresponding to the first charging contact, and is configured to disconnect the first charging contact from the power supply in response to no longer receiving the signal from the proximity sensor, the track-side charging system according to any one of claims 10 to 13.

15. The track-side controller further monitors a first voltage at the first track-side contact while the first current is being supplied, and is configured to communicate the monitored first voltage to the vehicle-mounted controller via the secure wireless communication connection, the track-side charging system according to any one of claims 10 to 14.

16. The track-side controller is configured to collect data including the charging level of the power supply and transmit the data to an external computing device for remote condition monitoring, the track-side charging system according to any one of claims 10 to 15.

17. An in-vehicle charging system according to any one of claims 1 to 9, and a track-side charging system according to any one of claims 10 to 16, a railway vehicle charging system comprising.

18. A method of charging a battery in a railway vehicle, comprising Establishing a secure wireless communication connection between an in-vehicle controller located in the railway vehicle and a first track-side charging controller; Identifying that a first current collector contact located on the railway vehicle is in electrical contact with a first corresponding track-side charging contact; Comprising; In response to the identifying step; Transmitting an instruction from the first track-side charging controller to the in-vehicle controller via the secure wireless communication connection; Comprising; In response to receiving the instruction at the first track-side controller; Connecting the first track-side charging contact to a power source by the first track-side controller; Drawing a first current from the power source by the in-vehicle controller; A method comprising.

19. Before establishing the secure wireless communication connection; The method according to claim 18, further comprising selecting, by the in-vehicle controller, the first track-side controller for communication from a plurality of track-side controllers based on receiving a signal from a track-side signal transmitter.

20. Before establishing the secure wireless communication connection; The method according to claim 18, further comprising selecting, by the in-vehicle controller, the first track-side controller for communication from a plurality of track-side controllers based on receiving a first signal from a track-side signal transmitter by a first signal receiver before receiving a second signal from the track-side signal transmitter by a second signal receiver.

21. The step of identifying that the first current collector contact is in electrical contact with the first track-side charging contact comprises receiving a third signal from a second track-side signal transmitter; The method according to claim 19 or 20, further comprising, when the first signal receiver stops receiving the third signal, aborting, by the in-vehicle controller, drawing the first current.

22. Monitoring a first voltage at the one or more current collector contacts; Monitoring a second voltage at the one or more track-side charging contacts; Comparing a difference between the first voltage and the second voltage with a threshold value; In response to identifying that the difference is less than the threshold value; Connecting the battery to the one or more current collector contacts; Drawing, by the in-vehicle controller, a second current higher than the first current; The method according to any one of claims 18 to 21, further comprising [

23. ] The step of identifying that the first current collector contact is in electrical contact with the first track-side charging contact includes receiving, from a proximity sensor, a signal indicating that the railway vehicle is present near the track-side charging contact, the method according to any one of claims 18 to 22. [

24. ] The method according to any one of claims 18 to 23, further comprising disconnecting the battery and the first current collector contact from the ground connection in response to the step of identifying that the first current collector contact is in electrical contact with the first track-side charging contact and before connecting the battery to the first current collector contact. [

25. ] Receiving, by the first track-side controller, a unique identifier from the in-vehicle controller via the secure wireless communication connection; Selecting, by the first track-side controller, the first track-side charging contact for connection to the power supply from a plurality of track-side charging contacts based on the unique identifier; The method according to any one of claims 18 to 24, further comprising [

26. ] The method according to any one of claims 18 to 25, further comprising disconnecting the first charging contact from the power supply in response to loss of the secure wireless communication connection. [

27. ] The method according to any one of claims 18 to 26, comprising disconnecting the first charging contact from the ground wire in response to receiving the instruction and before connecting the first charging contact to the power supply. [

28. ] Further comprising transmitting data to an external computing device for remote monitoring, the data comprising the state of charge of the battery, and the state of charge of the power supply The method according to any one of claims 18 to 27, comprising one or more of. [

29. ] A computer-readable medium comprising instructions that, when executed on one or more processors, cause the one or more processors to perform the method according to any one of claims 18 to 28.

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