Vehicle having an electric traction including an energy management system and method for managing energy in a vehicle having this type of electric traction

Abstract

The vehicle has an electric traction chain (3) for supplying drive torque to the wheels, a generator set (6) configured to generate a first supply voltage and mechanically disconnected from the wheels in all operating states, a battery storage assembly (21) configured to generate a second supply voltage, and an energy management system (20, 40) having a control unit that implements operating states of the vehicle including: (i) powering the electric traction chain (3) with the first supply voltage, (ii) powering the electric traction chain (3) with the second supply voltage, (iii) charging the storage assembly with a network voltage external to the vehicle and coming from a catenary (104), (iv) charging the storage assembly with the first supply voltage, and (v) charging the storage assembly with recovered voltage generated by the traction chain acting as a generator.

Description

Technical Field

[0001] Cross - reference to related applications This patent application claims the priority of Italian Patent Application No. 102020000002566 filed on February 10, 2020, and the disclosure content of this patent document is incorporated herein by reference in its entirety.

[0002] The present invention relates to a vehicle with electric traction including an energy management system, and to an energy management method in a vehicle with this type of electric traction.

Background Art

[0003] A train provided with traction by a heat engine having the ability to run on both electrified and non - electrified lines and electric traction powered by a catenary has the ability to run only on non - electrified routes with fuel consumption. Therefore, its flexibility is particularly evaluated in comparison with those provided with only heat engines. In fact, especially when the fuel used by the vehicle is diesel, the need for solutions that have less impact on the environment is increasingly felt in order to reduce CO2 emissions.

[0004] In this regard, a battery storage system can be used to store electricity in a vehicle when an external power line is present, and when a railway vehicle is running on a non - electrified route, this energy can be used to supply power to it completely or partially (i.e., in addition to fuel supply). Also, the use of different on - board energy sources allows the development of railway vehicles with advanced functions.

[0005] An external power line (e.g., a catenary or a third rail) is any line suitable for supplying power to a general vehicle with electric traction (hereinafter generally referred to as an "electric vehicle"), and in particular, in the case of a railway or tram vehicle, it can be defined by a part of the electric supply infrastructure.

[0006] For example, in the case of an unexpected interruption of the electric supply, or generally for backup purposes, it is known to use a rechargeable battery ("stack") to provide energy to an electric load. It is also known to charge said battery using the energy released during the braking of the vehicle itself.

[0007] U.S. Patent Publication No. 2016 / 152129 discloses a vehicle having an electric drive device including three possible types of power supply: power supply from a catenary, power supply from a battery, and power supply from an electric motor - generator. A heat engine is provided that mechanically drives both the electric motor - generator and the vehicle's axles. U.S. Patent Publication No. 2006 / 005736 discloses a vehicle including a primary energy source, an energy storage system, and an external power source connected to supply power to a traction drive device that propels the vehicle. The energy management system includes an energy management processor for determining power storage parameters and power transfer parameters. The energy storage system selectively stores electrical energy according to the power storage parameters and selectively supplies power according to the power transfer parameters. SUMMARY OF THE INVENTION PROBLEM TO BE SOLVED BY THE INVENTION

[0008] An object of the present invention is to provide a vehicle with electric traction including an energy management system and an energy management method in a vehicle with electric traction having the ability to increase the flexibility of the electric vehicle and obtain a new operating mode in relation to known technologies. MEANS FOR SOLVING THE PROBLEM

[0009] According to the present invention, a vehicle with electric traction including an energy management system and an energy management method for a vehicle with electric traction are provided as defined in the appended claims.

[0010] For a better understanding of the present invention, the following attached drawings are referred to, and preferred embodiments are described as purely non-limiting examples.

Brief Description of the Drawings

[0011]

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DETAILED DESCRIPTION OF THE INVENTION

[0012] According to the present invention, there is provided a (traction and charging) power management system for a vehicle having electric traction, particularly of the railway or tram type, and in some cases, more specifically, for a rail vehicle such as a railway vehicle (hereinafter referred to as an "electric vehicle"). Therefore, hereinafter, without loss of generality, reference is made indifferently to electric vehicles, rail vehicles, or tram vehicles.

[0013] Figure 1 schematically shows a power supply system 10 for a vehicle (specifically, a rail or tramway vehicle) having a type of electric traction known to the applicant. The vehicle having electric traction includes an inverter 3a for converting DC power into three-phase AC power for an electric motor 3b, in particular a three-phase inverter, an electric motor 3b supplied with electric power using the AC power supplied by the inverter 3a, and a braking resistor (also referred to as a "braking chopper") designed to dissipate braking energy in the form of heat when the energy cannot be supplied to and / or stored in the DC bus 1 and / or its power level is regulated by a DC / DC converter 3c. The traction drive 3 provides a propulsive force to the wheels 103 of the vehicle (Figure 20) and is thus designed to generate the driving torque of the vehicle itself.

[0014] Furthermore, a further electrical load (auxiliary load or service) 5 is part of the vehicle and includes, for example, an air conditioning system, lights, an on-board computer, etc.

[0015] The power supply system 10 includes - a local main power line 1 (hereinafter referred to as the "DC bus") configured to transfer a DC power supply to the vehicle, in particular to supply power to the traction drive 3 (electric motor 3b) of the vehicle and any load or auxiliary service 5; - a pantograph 2 configured to be coupled to an external power line (catenary 104 as in Figure 20, or, in some cases, a third rail installed on the ground or arranged laterally) at a high voltage in order to draw DC electrical energy from the external power line and make it available to the vehicle even when the vehicle is in motion by supplying the DC electrical energy towards the DC bus 1; - an auxiliary service converter 4 configured to convert DC power from the DC bus 1 into AC or DC power having a lower voltage and usable by a load or auxiliary service 5 of the vehicle. A generator set or engine - generator 6 having a combustion engine (heat engine, in particular a diesel fuel engine) 6a and a generator (alternator) 6b coupled to each other in the - axis direction, the engine - generator 6 generating three - phase AC power as output, - A two - way type of electronic AC / DC converter 7 operably coupled between the engine - generator 6 and the DC bus 1 so as to convert the three - phase AC power generated by the engine - generator 6 to DC power and vice versa in order to supply electrical energy to the engine - generator and to operate the generator 6b as an electric motor. It has.

[0016] The power supply system 1 further has a plurality of switches K1 to K4, in particular bidirectional switches, implemented in the form of, for example, contactors, TRIACs, non - manually operating electromechanical devices designed to withstand current in a high - power state, or semiconductor devices. Alternatively, the K1 - K4 switches can also be manufactured, for example, by semiconductor technology such as MOSFET or IGBT. Generally, the term "switch" means an electrical or electronic or electromechanical element having the ability to interrupt or establish an electrical current path through itself.

[0017] Specifically, - Switch K1 is electrically coupled between the output of the AC / DC electronic converter 7 and the DC bus 1 and is operable to connect / disconnect the electronic converter AC / DC7 to / from the DC bus 1. - Switch K2 is electrically coupled between the pantograph 2 and the DC bus 1 and is operable to connect / disconnect the pantograph 2 to / from the DC bus 1. - Switch K3 is electrically coupled between the traction drive 3 and the DC bus 1 and is operable to connect / disconnect the traction drive 3 to / from the DC bus 1. - The switch K4 is electrically coupled between the auxiliary service converter 4 and the DC bus 1 and is operable to connect / disconnect the auxiliary service converter 4 to / from the DC bus 1.

[0018] In the use of the vehicle, when the catenary 104 is present, the pantograph 2 is controlled to couple to the catenary 104 and receive voltage from the catenary 104 to supply power to the electric motor 3b (for a vehicle in the traction state). In this operating state, the switches K2 and K3 are closed (conductive) so that power can flow from the catenary 104 to the DC bus 1 and from the DC bus 1 through the three-level inverter 3a to the electric motor 3b. Furthermore, the switch K4 is controlled in the closed state so that power can flow from the DC bus 1 through the auxiliary service converter 4 to the auxiliary service 5 that requires it.

[0019] In the vehicle braking phase, when the catenary 104 is present, the pantograph 2 is controlled to couple to the catenary 104 or maintained in the coupled state to the catenary 104. However, in this operating state, the power supply for the electric motor 3b is not required. Instead, it operates as a current generator by recovering energy. The current generated by the electric motor during braking is transferred to the DC bus 1 and used by the auxiliary service 5 that requires it and / or supplied into the catenary 104 so as to be available for the line and / or dissipated by the braking chopper. In this operating state, the switches K2 and K3 are closed so that power can flow from the electric motor 3b to the DC bus 1 and from the DC bus 1 to the catenary 104. In addition to this, the switch K4 is controlled in the closed state so that power can flow from the DC bus 1 through the auxiliary service converter 4 to the auxiliary service 5 that requires it.

[0020] As described above, the combustion engine 6a coupled to the generator 6b has a function of replacing the catenary 104 for generating electrical energy suitable for supplying power to the electric motor 3b, especially when the catenary 104 is not present (e.g., due to urban and environmental options, the catenary 104 is not available), or when the catenary 104 is not supplying electricity (e.g., due to malfunction). An additional power supply unit having such a function is implemented in relation to the catenary 104.

[0021] In the traction phase of the vehicle, when the power supply to the electric motor 3b is supplied only by the engine-generator 6, the switch K2 is open to disconnect the DC bus 1 from the catenary 104. Instead, the switches K1 and K3 are closed to connect both the engine-generator 6 and the traction drive 3 to the DC bus 1. In addition, the switch K4 is also closed to supply power to the auxiliary service 5 that requires operation.

[0022] In this context, in the vehicle braking phase, the energy generated by the electric motor 3b is supplied to the DC bus 1 and, if necessary, used by the auxiliary service 5. However, since the catenary 104 is disconnected from the DC bus 1 (because it does not exist or is not functioning), it is not possible to distribute excess energy on the catenary 104. In this case, any excess energy is dissipated by the braking resistor 3c.

[0023] Figure 2 shows a power supply system 20 according to an aspect of the present invention.

[0024] Common elements of the power supply system 20 and the power supply system 10 are identified by the same reference numerals, and thus, further description thereof is omitted.

[0025] The power supply system 20, in addition to what has been described with reference to the power supply system 10, A storage system including a rechargeable battery storage assembly (battery pack 21) comprising one or more battery modules or cells (e.g., any available technology such as lithium, lead, NiCd, NiMH, ZEBRA, or others) connected in series and / or in parallel with each other, configured to store energy useful for towing a vehicle over a given distance (e.g., lengths of several hundred meters or several kilometers) and to provide power, or in some cases, to integrate the power supplied by an engine - generator when it is not sufficient, and the rechargeable battery module also allows for the storage of the vehicle's braking energy. - A bidirectional DC / DC electronic converter 22 connected between the DC bus 1 and the battery pack 21, configured to boost the voltage supplied by the battery pack 21 to the voltage value of the DC bus 1 (alternatively, it is also possible to use two unidirectional DC - DC converters, e.g., one boost - type and another buck - type or both buck - boost - type). Including.

[0026] It should be noted that in addition to the above, the number of storage cells in the battery pack 21 is selected according to the amount of energy desired to be stored and returned in each charge / discharge cycle, the maximum power desired to absorb / supply the performance desired to be achieved from the perspective of the battery's service life.

[0027] Furthermore, the DC / DC converter 22 adjusts the charging power flow of the battery according to the information provided by a battery management system BMS (Battery Management System) of a known type per se. In this case, the BMS is not the subject of the present invention. In fact, in the state of the art and on electric vehicles currently existing in the market, a BMS is provided, connected to the battery, and designed to detect and provide information related to the remaining charge of the battery and information related to the battery charging system in terms of current, voltage, and temperature. Furthermore, usually, batteries available in the market incorporate the BMS.

[0028] As shown in FIG. 2, in order to connect / disconnect the electronic converter DC / DC 22, and thus the battery pack 21, between the DC bus 1, a switch K5 (of a type similar to switches K1 to K4) is interposed between the electronic DC / DC converter 22 and the DC bus 1.

[0029] Furthermore, optionally, when the switch K5 is in an open state (i.e., it is not conducting), a switch K6 (of a type similar to switches K1 to K5) is inserted on the DC bus 1 so that a part of the DC bus 1 to which the engine - generator 6, the traction drive 3, and the auxiliary service 5 are connected is electrically insulated from the rest of the DC bus 1. As a result, as will become more apparent from the following explanation, when the battery pack 21 supplies the DC bus 1, the energy supplied by the battery pack 21 is used only by the traction drive 3 (in particular, by the electric motor 3b) and, if necessary, by the auxiliary service 5, and is not dissipated in the rest of the DC bus 1 (to which other loads that may not be powered by the battery pack 21 are coupled).

[0030] In a specific case where the DC bus 1 operates at a voltage greater than the voltage at which the battery pack 21 is operating, the DC-DC converter 22 is configured to operate as a voltage step-down converter (e.g., a "buck converter") for supplying electricity from the DC bus 1 to the battery pack 21 and as a voltage boost converter for supplying electricity from the battery pack 21 to the DC bus 1.

[0031] When the DC bus 1 operates at a voltage lower than the voltage at which the battery pack 21 is operating, it is clear that the DC-DC converter 22 operates in a manner inversely proportional to a predefined one.

[0032] Furthermore, the DC-DC converter 22 operates to transfer energy from the battery pack 21 to the electric motor 3b using the DC bus 1, as shown even better below, during the power supply phase of the electric motor 3b by the battery pack 21.

[0033] Generally, the DC-DC converter 22 performs energy matching to transfer energy from the DC bus 1 to the battery pack 21 and to transfer energy from the battery pack 21 to the DC bus 1.

[0034] The K1~K6 switches can be controlled in their respective operating states (open / closed) by a general controller device or microcontroller 30 (Figure 3) integrated within a specific component of the power supply system 20 or located outside the power supply system 20.

[0035] When located outside the power supply system 20, the microcontroller 30 can be integrated, for example, into the TCMS ("Train Control and Management System") for vehicle control / monitoring / management (not shown), and is configured to detect events that require powering the electric motor 3b using the battery pack 21 or the engine-generator 6. Also, the microcontroller 30 itself is configured to detect an operating state in which the battery pack 21 can be charged according to the notification of the BMS as described in more detail below.

[0036] Alternatively, instead of this, the functions described with reference to the microcontroller 30 can also be executed in a distributed form by the vehicle control and management system.

[0037] The microcontroller 30 (or, alternatively, the distributed control and management system) evaluates when it is possible to charge or use the battery pack 21 as described above, in particular, the operating modes to be implemented described below, the state of the power supply of the DC bus by the catenary (power supply by the existing / non-existing catenary), the operating state of the engine-generator (engine speed, fuel level, etc.), information (signal S C ) from the TCMS (Train Control and Managemento System) regarding the operating states of various power converters (AD / DC and DC / DC), and information (signal S B ) from the BMS regarding the state of charge of the battery 21, its maximum supplyable / absorbable power, and its temperature. By acquiring this information, it operates.

[0038] Signal S C is bidirectional, and it should be noted that the microcontroller 30 receives information (power supply by the existing / non-existing catenary, contactor state, implemented operating mode, engine-generator state, etc.) from the TCMS and transmits the information to the TCMS.

[0039] Similarly, the signal S B is also bidirectional, and the microcontroller 30 receives information, but further transmits control information to the AC / DC, DC / DC converters, traction drive, braking chopper, and auxiliary service converter.

[0040] Therefore, the microcontroller 30 connects / disconnects the engine-generator 6 and the converter 7 to / from the DC bus 1 (the signal S that functions for the switch K1 K1 ), connects / disconnects the pantograph 2 to / from the DC bus 1 (the signal S that functions for the switch K2 K2 ), connects / disconnects the traction drive 3 to / from the DC bus 1 (the signal S that functions for the switch K3 K3 ), connects / disconnects the auxiliary service 5 and the auxiliary service converter 4 to / from the DC bus 1 (the signal S that functions for the switch K4 K4 ), connects / disconnects the battery pack 21 and the DC / DC converter 22 to / from the DC bus 1 (the signal S that functions for the switch K5 K5 ), connects / disconnects the part of the DC bus 1 to which the engine-generator 6, traction drive 3, auxiliary service 5, and battery pack 21 are coupled to / from the remaining part of the DC bus 1 (the signal S that functions for the switch K6 K6 ), and transmits the appropriate control signals S K1 ~S K6 for the individual switches K1 to K6.

[0041] Referring to FIGS. 4 to 15, the details of the operation of the power system 20 of FIG. 2 in individual operating states selected by the driver as alternatives to each other and / or activated by the controller device will be described. Here, each operating state is assigned a name, which is useful for immediate reference to each of them.

[0042] Also, in the following, the state shown in the figure of FIG. 19 is also referred to.

[0043] Operating state "Idle" (State I in FIG. 19) FIG. 4 shows the power system 20 in the vehicle-off state, that is, in this case, the vehicle is not in a traction state and no power is supplied to all auxiliary systems. In this case, all switches K1 to K6 are in an open state, the engine-generator 6 is off, the pantograph 2 is lowered, or in any case disconnected from the catenary 104, and the electric motor 3b is not receiving power.

[0044] Operating state "Catenary_1" (State C1 in FIG. 19) FIG. 5 shows the power system 20 when the vehicle is powered by an external power line (i.e., by the catenary 104). In this case, the catenary 104 supplies both the electric motor 3b and the auxiliary system 5. In this operating mode, the engine-generator 6 is off and the battery 21 does not supply traction energy. Switches K2, K3, K4, and K6 are closed while the other switches are in an open state.

[0045] Operating state "Catenary_2" (State C2 in FIG. 19) When the state of charge of the battery 21 is less than the threshold value and the vehicle is being powered using an external power line (catenary 104), the battery pack 21 can be charged by drawing energy from the DC bus 1 as shown in FIG. 6, and the DC bus 1 is receiving power from the catenary 104. Also, in this case, in addition to switches K2, K3, K4, and K6, switch K5 is also closed. The remaining switches are open.

[0046] Operating state "Catenary_3" (states C3 and C4 in FIG. 19) When the vehicle is being powered using an external power line (catenary 104) and is in a braking state (FIG. 7), the braking energy generated by the electric motor 3b is i. If the state of charge of the battery is such that the battery 21 must or can be charged (by closing switches K3 and K5), the battery pack 21 - state 4 in FIG. 19, using the DC / DC converter 22 ii. If the state of charge of the battery pack 21 is such that the battery 21 must not or cannot be charged (by closing switches K3, K2, and K6), the catenary 104 - state C3 in FIG. 19 iii. The auxiliary system 5 - state C3 in FIG. 19, using the individual converters 4 (by closing switches K3 and K4) iv. The braking resistor 3c that dissipates excess energy (by activating the individual DC / DC converters to which the braking resistor 3c is connected) - state C3 in FIG. 19 is conveyed to one or more of the above.

[0047] Therefore, if the state of charge of the battery 21 is assumed to be such that the battery cannot store braking energy, these are excluded from the propulsion circuit during electric braking.

[0048] Operating state "Diesel_1" (state D1 in FIG. 19) Referring to FIG. 8, in this operating state, the engine - generator 6 supplies power to both the vehicle's electric motor 3b and the auxiliary system 5. In this operating mode, neither the catenary 104 nor the battery pack 21 provides traction power. Switches K1, K3, and K4 are closed, and the remaining switches are open.

[0049] Operating state "Diesel_2" (state D2 in FIG. 19) However, if the state of charge of the battery is below a threshold (selected as a trade - off between the need for traction and the ability to recover energy during braking), they can also be charged by the engine - generator 6 in the operating state "Diesel_1" as shown in FIG. 9. In this case, switch K5 is also closed.

[0050] Operating state "Diesel_3" (states D3 and D4 in FIG. 19) On the other hand, when the vehicle is braking as a result of being in the operating state "Diesel_1" or "Diesel_2", the braking energy generated by the electric motor 3b is i. When the state of charge of the battery is such that (by closing switches K3 and K5) the battery 21 must or can be charged, the DC / DC converter 22 is used to charge the battery pack 21 - state D3 in FIG. 19, ii. (By closing switches K3 and K4) the individual converters 4 are used to supply the auxiliary system 5 - state D4 in FIG. 19, iii. The braking resistor 3c that dissipates excess energy (by activating the individual DC / DC converters to which the braking resistor 3c is connected) - state D4 in FIG. 19, and is being conveyed towards (FIG. 10).

[0051] In this operating state, the combustion engine 6a is not shut down. In fact, since there is no demand for power, this will reduce its speed, thereby setting the rotational speed to a predetermined (not the minimum value) for the purpose of being ready for the next power demand and reducing the consumption to the minimum value, etc.

[0052] If the state of charge of the battery pack 21 is such that it is assumed that the battery cannot store braking energy, these are excluded from the propulsion circuit during electric braking.

[0053] Operating state "Boost" (state B in Fig. 19) Also, referring to Fig. 11, a vehicle powered by the engine - generator 6 (in the operating state "Diesel_1" or "Diesel_2") can also temporarily increase its traction performance by using the power supplied by the battery pack 21. In this case, switches K1, K3, K4, and K5 are closed, and switches K2 and K6 are open. Therefore, in this state, both the engine - generator 6 and the battery pack 21 supply power to the DC bus 1, and the traction drive 3 draws this power from the DC bus 1 for the operation of the electric motor 3b. In this operating state, optionally, a "peak shaving" algorithm of a type known per se is implemented, thereby decoupling the dynamics of the engine - generator (relatively low speed) from the dynamics of the propulsion system (relatively high speed).

[0054] Operating state "Park_Diesel" (states P1 and P2 in Fig. 19) When stopping without the catenary 104, the engine-generator 6 supplies power only to the auxiliary system 5 (instead of the traction drive 3) as shown in FIG. 12. The switches K1 and K4 are closed, and the remaining switches are open. Optionally (state P1 in FIG. 19), the battery pack 21 can be charged by closing the switch K5 and starting the converter 22. Otherwise (state P2 in FIG. 19), the battery pack 21 is not charged.

[0055] Operating state "Parking_catenary" (states P3 and P4 in FIG. 19) When stopping with the catenary 104 present, the engine-generator 6 is off, and the catenary 104 supplies power to the auxiliary system 5 (instead of the traction drive 3) as shown in FIG. 13. The switches K2, K4, and K6 are closed, and the remaining switches are open. Optionally (state P3 in FIG. 19), the battery pack 21 can be charged by closing the switch K5 and starting the converter 22. Otherwise (state P4 in FIG. 19), the battery pack 21 is not charged.

[0056] Operating state "Platform_traction" (state T1 in FIG. 19) When the vehicle departs from the station or is driven and positioned in a safe state, it can travel over a short distance and until it stops at the station using only the battery pack 21 and, if necessary, the power supply of the auxiliary system 5 to drive the electric motor 3b. As a result, no CO2 is emitted, and the noise of the vehicle at and near the station is reduced. FIG. 14 shows this state, in which the switches K3, K4, and K5 are closed so that the battery pack 21 can supply the power drawn from the traction drive 3 and the auxiliary service 5 onto the DC bus 1.

[0057] The transition from one power mode to another (a transition from the engine-generator 6 to the battery pack 21, and vice versa) is managed to minimize or eliminate loss of traction performance.

[0058] As an example, when the vehicle is approaching a station, this operating state may be set by the driver, and as a result of this setting, the controller device actually activates the power supply from the battery pack 21, whereby - the vehicle is moving at a speed below a specific threshold value (e.g., 30 km / h), and - the state of charge of the battery is sufficient to provide electrical energy over the remaining distance from the stop station, when at least the conditions are met, the controller device disengages and switches off the engine-generator 6, and in such a case, the controller device configures the switch to switch to the new mode. Preferably, this transition is carried out according to the transition procedure described later.

[0059] Regarding the reverse transition from the battery to the engine-generator, preferably before leaving the station, the controller device checks whether it allows the state of charge of the battery to cover the distance required to move a preset distance and / or reach a predetermined threshold speed, and if this is allowed, the controller device configures the switch to maintain the battery power mode, otherwise - the controller device switches to the power mode by the engine-generator 6 even when the vehicle is still at the station, - if it is possible to charge the battery at the station and if the departure can be delayed, the controller device waits for the battery to be charged.

[0060] Generally, the controller device manages the charging of the battery in such a way that, while the vehicle is in motion, the state of charge of the battery is already at a sufficient level to move both when approaching and departing from the station, without the need to charge the battery at the station.

[0061] Preferably, when the threshold forward speed is reached, the controller device starts the combustion engine 6a of the engine-generator 6, which is then electrically coupled to the DC bus 1 by closing the switch K1 so as to execute a transition procedure described in detail later.

[0062] Operating state "platform_braking" (state T2 in FIG. 19) Referring to FIG. 15, when the vehicle transitions from the previous operating state "platform_traction" (state T1) to the braking phase (state T2), the braking energy generated by the electric motor 3b is i. If the state of charge of the battery is such that the battery 21 must or can be charged (by closing the switches K3 and K5), the battery pack 21 is charged using the DC / DC converter 22, ii. The auxiliary system 5 is powered using the individual converters 4 (by closing the switches K3 and K4), iii. The braking resistor 3c that dissipates excess energy (by activating the individual DC / DC converters to which the braking resistor 3c is coupled), is conveyed towards.

[0063] Operating state "platform_parking" (state T3 in FIG. 19) A further operating state provides a situation where the vehicle stops, for example, at a station and must supply power to the auxiliary service 5. In this case, the energy required to supply power to the auxiliary service 5 is drawn from the battery pack 21, possibly in a situation where the catenary 104 or other external power supply means is not present. For this purpose, the switches K4 and K5 are closed.

[0064] The following table summarizes the states of K1 to K6 in the above-described operating state (the state "0" indicates an open switch, i.e., a non-conducting switch, and the state "1" indicates a closed switch, i.e., a conducting switch).

[0065]

Table 1

[0066] According to a further embodiment of the present invention, in a vehicle in which the power supply system 20, which is normally a railway vehicle, is installed, two power cars are provided, and in this case, each has an individual traction drive, an individual engine-generator, an individual auxiliary load, and an individual battery pack.

[0067] FIG. 16 shows a power supply system 40 of the type referred to herein, i.e., in this case, the DC bus 1 is shared between the first power car 42 and the second power car 44. Also, the first and second power cars 42, 44 share the same pantograph 2 that can be coupled to the catenary 104.

[0068] The first power car 42 includes the elements described above for the power supply system 20 (with the exception of the shared pantograph 2 and switch K2 as mentioned). The second power car 44 is similar to the first power car as graphically shown in FIG. 16 and, therefore, further description is omitted herein.

[0069] The load or auxiliary service 5 can be an auxiliary service of the first and second power cars 42, 44, respectively, and / or the auxiliary service can be external to the first and second power cars 42, 44 (e.g., air conditioning, lighting, etc. for the entire vehicle).

[0070] During vehicle swapping activities at a railway station and / or in a parking lot, a vehicle having a power system 40 uses a single engine-generator 6 as a propulsion system because the required traction power is very small, moving at a very limited speed and supplying power to the auxiliary loads 5 of both engines 42, 44. Among the two existing engine-generators 6, the engine-generator 6 having fewer hours of use (e.g., the total time from the start of its life) is selected for use in comparison with the other engine-generator 6 (FIG. 17 and / or FIG. 18).

[0071] As can be seen from FIG. 17, when the engine-generator 6 of the first power car 42 is in use (state S1 in FIG. 19), the power supplied by this engine-generator 6 is supplied into the DC bus 1 and is used to supply power to both the electric motor 3b and the auxiliary load 5 of the first power car 42, and both the electric motor 3b and the auxiliary load 5 of the second power car 44. The engine-generator 6 of the second power car 44 is disconnected not only from the DC bus 1 but also from both battery packs 21.

[0072] As can be seen from FIG. 18, when the engine-generator 6 of the second power car 44 is in use (state S2 in FIG. 19), the power supplied by this engine-generator 6 is supplied to the DC bus 1 and is used to supply power to both the electric motor 3b and the auxiliary load 5 of the second power car 44, and both the electric motor 3b and the auxiliary load 5 of the first power car 42. The engine-generator 6 of the first power car 42 is disconnected not only from the DC bus 1 but also from both battery packs 21.

[0073] Furthermore, in both the operating states of FIGS. 17 and 18, by connecting the battery pack to the DC bus 1 using individual switches and converters, one or both of the battery packs 21 can be charged. This can occur, for example, during the braking phase, in which case the individual electric motors are operating as generators (state S3 in FIG. 19). According to one aspect of the present invention, the transition from one operating mode to another is controlled by the vehicle's overall control / monitoring system (e.g., in the case of a railway vehicle, by the TCMS (Train Control and Monitoring System)), or by a traction control unit (TCU (Traction Control Unit)) that controls a single traction and energy storage chain. This type of on-board control system typically includes a processing system provided with at least one controller or microcontroller (e.g., microcontroller 30).

[0074] The on-board control system is configured to enable the following operating modes (the content described herein applies to both system 20 of FIG. 2 and system 40 of FIG. 16).

[0075] Power Mode Selection The selection of the operating or power mode is controlled by the driver who determines the operating mode to be implemented by knowing the characteristics of the section and evaluating the operating state of the vehicle.

[0076] Power Control Management (in the traction mode via the catenary) The power management algorithm controls the inverter 3a based on the target acceleration and the resistance torque (requested by the driver via the traction lever), and evaluates the traction power required to reach the target acceleration by using a control algorithm known in the literature.

[0077] The power required for traction is, in this context, provided by the catenary 104. Also, the catenary 104 supplies the power required by the auxiliary system 5 according to the notification of the BMS and the possible charging power of the battery pack. The power management algorithm controls the auxiliary service converter by adjusting the power absorption required by the control algorithm known in the literature to charge the battery with the defined power, and controls the DC / DC converter by using the control algorithm known in the literature. The diesel engine - generator is off.

[0078] Power control management (in parking mode with catenary) The vehicle is stopped so that the traction control is turned off. When the power required by the auxiliary system 5 is defined and the possible charging power of the battery pack is added according to the notification of the BMS, the required power is supplied by the catenary 104.

[0079] In this case, the power management algorithm controls the converter 4 of the hold service 5 to charge the battery 21, thereby adjusting the power absorption required by using the control algorithm known in the literature, and controls the DC / DC converter 22 by using the control algorithm known in the literature. The engine - generator 6 is off.

[0080] Power control management (in traction mode via engine - generator) The power management algorithm controls the inverter 3a based on the target acceleration (requested by the driver via the traction lever) and the resistance torque, and as a result, evaluates the traction power required to reach the target acceleration (by using the control algorithm known in the literature).

[0081] The power required for traction is, in this context, provided by the engine - generator 6. In addition to this, the engine - generator 6 provides the power required by the auxiliary system 5 and any charging power for the battery pack 21 in accordance with the notification of the BMS. In this context, the power management algorithm adjusts the rotational speed of the combustion engine 6a and controls the AC / DC converter 7 so as to supply the power required on the DC bus 1. Also, the power management algorithm controls the auxiliary service converter 4 and the DC / DC converter 22 by using control algorithms known in the literature.

[0082] Power control management (in parking mode with engine - generator) In this state, the vehicle is stopped and, accordingly, the traction control is switched off. When the power required by the auxiliary system 5 is defined and the possible charging power of the battery pack 21 is added in accordance with the notification of the BMS, the power management algorithm adjusts the rotational speed of the combustion engine 6a and controls the AC / DC 7 so as to supply the power required on the DC bus 1. Also, the power management algorithm controls the auxiliary service converter 4 and the DC / DC converter 22 by using control algorithms known in the literature.

[0083] Power control management (in "vehicle swapping" mode) The power management algorithm controls the inverter 3a based on the target acceleration (requested by the driver via the traction lever) and the resistance torque, and thus evaluates the traction power required to reach the target acceleration (by using control algorithms known in the literature).

[0084] The power management algorithm further determines which of the two engine-generators 6 available in two on-board states (as mentioned, depending on a relatively small number of operating hours) should be used and adjusts the rotational speed. Also, the started engine-generator 6 generates the power required by the auxiliary system 5 and any charging power for the battery pack 21 according to the notification of the BMS. Further, in this context, the power management algorithm controls the AC / DC converter 7 to supply the power required on the DC bus 1. Also, the power management algorithm controls the auxiliary service converter 4 and the DC / DC converter 22 by using control algorithms known in the literature.

[0085] Power control management (in the "vehicle within the platform" mode) Based on the target acceleration and the resistance torque, the power management algorithm consequently controls the inverter 3a by using control algorithms known in the literature and evaluates the traction power required to ensure said acceleration. Also, the power required by the auxiliary system 5 is defined. In this context, the algorithm keeps the engine-generator 6 in the off state and forces the DC / DC converter 22 connected to the battery pack 21 to supply the total power required by the drive 3 and the auxiliary service 5. The algorithm controls the auxiliary service converter 4 by adjusting the absorption of the power required by control algorithms known in the literature so that the battery supplies the power required by the drive 3 and the auxiliary service 5, and controls the DC / DC converter 22 by using control algorithms known in the literature.

[0086] In this mode, the propulsion system switches from power supplied only by the battery to power supplied only by the engine / generator, and vice versa. Also, for this reason, the power management algorithm is responsible for the transition between the two different power sources according to the following points "a" and "b".

[0087] a. From battery power to power by the combustion engine: The battery pack 21 supplies power to the DC bus 1 via the DC / DC converter 22. When the transition procedure is started, the combustion engine 6a of the engine-generator 6 is started by using the generator 6b supplied by the converter 22 through the DC bus 1 and the converter 7 as a starter electric motor (the converter 7 is bidirectional). After starting the engine 6a, the voltage of the DC bus 1 is still established by the converter 22.

[0088] Preferably, the combustion engine 6a is accelerated to a predefined operating limit speed (e.g., 1200 rpm) while being disconnected from the DC bus 1.

[0089] When this limit speed is reached, the engine-generator 6 is coupled to the DC bus 1 by closing the switch K1. Specifically, with the closing of the switch K1, the power coming from the battery pack 21 is reduced so as to maintain the same power balance (i.e., to continue to satisfy the same power demand generated by the traction drive 3 and any auxiliary service 5). After this phase when the power supply from the engine-generator is activated, the power management algorithm gradually increases the power supplied by the engine-generator 6 (e.g., by increasing the rotational speed of the combustion engine) and maintains the reduction of the power supplied by the battery pack 21 so as to maintain the power balance between the drive 3 and the auxiliary service 5. When the engine-generator 6 can supply all the required power, the battery pack 21 is disconnected from the traction chain (by opening the switch K5).

[0090] b. From engine power to battery power: The engine - generator 6 supplies power to the DC bus 1 via the AC / DC converter 7. When the transition procedure is initiated, the combustion engine 6a has been decelerated to the above - mentioned limit speed. The power management algorithm gradually reduces the power supplied by the engine - generator 6 while maintaining the power balance between the drive 3 and the auxiliary services 5, and increases the power supplied by the battery pack 21. When the battery pack 21 can supply the entire traction power, the engine - generator 6 that has reached the limit speed can be shut off and is disconnected from the traction chain (by opening the switch K1).

[0091] In relation to the shutdown of the combustion engine 6a, its speed is further reduced from the limit speed (e.g., 1200 rpm) to the minimum speed (e.g., 600 rpm). Due to the drop in the electrical energy supplied to the DC bus 1 by the engine - generator 6, the voltage of the DC bus 1 is basically set by the converter 7. When the minimum speed is reached, the combustion engine 6a is shut off and the switch K1 is also opened.

[0092] When the vehicle 1 is completely shut down, the converter 3c ("braking chopper") is used to discharge the electrical energy and reduce the voltage of the DC bus 1 to zero.

[0093] Power control management (in "boost" mode) The power management algorithm controls the inverter 3a and evaluates the traction power required to reach the target acceleration, based on the target acceleration (requested by the driver via the traction lever) and the resistance torque, and, as a result, by using the control algorithms known in the literature. The power required by the auxiliary system 5 is also defined. The power management algorithm adjusts the speed of the combustion engine 6a and controls the AC / DC converter 7 so as to supply the required power to the DC bus 1. The difference between the power required by the drive 3 and the auxiliary services 5 and that generated by the engine-generator 6 is provided by the battery pack 21.

[0094] In other words, the engine-generator 6 is controlled to always supply the maximum possible power or the maximum supplyable power comparable to what is required, and the battery pack 21 provides the portion of the additional power added to that of the engine-generator 6.

[0095] Accordingly, the power that the battery 21 has to supply is defined.

[0096] Not only the above-described operating modes, but also the transitions from one mode to the other are evident from the state diagram of FIG. 19.

[0097] Specifically, referring to FIG. 19, it should be noted that when switched on, a vehicle in the standby state or “idle” (state I) can be placed in one of the traction configurations during traction by the engine-generator 6 (state D1 in the left part of the state diagram), platform (state T1), traction using the catenary (state C1 in the right part of the state diagram), and vehicle swapping (state S1 or S2).

[0098] In each of the traction configurations (state D1 or C1), the vehicle can remain there (states D2 and C2 respectively) in a state of charging or not charging the battery, or can pass through the corresponding braking states (states D3 - D4 or C3 - C4 respectively). From these states, the vehicle can proceed to individual parking states that have power from the catenary (states P3 - P4) and power from the engine - generator (states P1 - P2).

[0099] From traction with an engine - generator (state D1), in an event of relatively high power demand, the vehicle switches to the boost mode (state B), and then the vehicle returns to simple traction with an engine - generator (state D1).

[0100] Also, further, from traction with an engine - generator (state D1) or from the idle state (state I), the vehicle switches to the traction state T1 approaching the station, and from here to the braking states T2 and T3 at the station and parking at the station.

[0101] From the idle state (state I), the vehicle switches to one of two traction vehicle replacement states (state S1 or S2), and from here to braking (state _S3).

[0102] Figure 20 shows - a control system 102 including a microcontroller 30 configured to implement the above - described operations and power management modes, - the power system 20 of Figure 2 or the power system 40 of Figure 16 according to the above - described individual embodiments, including an electric motor 3b electrically connected to the main power line (DC bus) 1 using a traction inverter 3a and operably and mechanically coupled to one or more wheels 103 to control the movement of the vehicle 100 in its acceleration, rolling at a constant speed, and braking, and shows an electric vehicle 100 in a schematic form.

[0103] As is apparent from FIG. 2, the combustion engine 6a of the engine-generator 6, which is part of the power supply systems 20 and 40, is not only mechanically disconnected from the wheels 103, but is also mechanically disconnected from and independent of the electric traction motor 3b in all operating states. In other words, the wheels 103 are driven exclusively by the electric traction motor 3b, and the electric traction motor 3b is powered exclusively by electricity without any possible integration of mechanical power. Thus, although the vehicle 100 is equipped with the combustion engine 6a, it is a purely electrically driven vehicle.

[0104] The electric vehicle 100 is selected from the group having railway vehicles, trams, streetcars, or other electric vehicles that are powered using a general external power network (e.g., catenary 104) designed to supply the network power V AL .

[0105] From the examination of the characteristics described and illustrated herein, the advantages that can be obtained by embodiments according to the present invention are clear. Specifically, the present invention (i) allows increasing the energy efficiency by recovering the kinetic energy in the on-board state of the vehicle during the braking phase, converting this into electrical energy stored in the battery, and reusing it as appropriate and when necessary, which allows suppressing the energy consumption with an advantageous economic return for railway operators from the perspective of cost and eco-sustainability, (ii) suppresses the power peaks and the effective current on the main power line, or increases the peak performance of the rolling stock at the same peak power of the main power line, which makes it possible to increase the performance of a fleet of railway vehicles (increase its performance in terms of the number of vehicles on the line or acceleration) without entailing an investment in the infrastructure and, in particular, without entailing the need to upgrade or increase the number of power substations, (iii) The electric vehicle is allowed to travel on long routes without an external power source. This allows the vehicle to be further diversified, and thereby these vehicles can be used in urban environments with historical and architectural values that do not conform to the presence of the main power line, maintenance parking lots or workshops where the main power line does not exist, sections of the main power line that are not powered for maintenance work in the infrastructure, for example, emergency driving in case of a power outage in the main power line, for taking the vehicle out of the tunnel to the station and for safely evacuating the passengers from the vehicle, on routes including frozen subsections of the main power line.

[0106] The battery pack is sized to store the large amount of energy required to move the vehicle in the absence of power on the main power line. Since the said driving is carried out at a reduced speed, the required discharge power is limited. On the other hand, charging can be carried out during relatively less busy times by utilizing all the "cruising" phases (driving at a constant speed) and parking of the electric vehicle, which occurs, for example, during the driving phases powered by two batteries.

[0107] In addition to reducing consumption, allowing the recovery of braking energy and increasing the peak performance of the rolling stock, the use of the battery storage system allows for a reduction in the size of the nominal power of the engine - generator 6 compared to vehicles with energy management systems in known forms.

[0108] Furthermore, since the generator is fixed on the shaft of the combustion engine and uses an AC / DC converter as an inverter, the brushless starter motor of the combustion engine existing in a normal diesel train can be removed. This feature not only allows for a significant improvement in the reliability of the engine-generator itself, but also permits obtaining frequent possible starts and stops that are usually linked to overheating of the auxiliary brushless motor. The above-mentioned strong point allows for the implementation of the PLATFOM function that requires the engine-generator to be switched off and switched on again.

[0109] Finally, it is clear that changes and modifications can be made to the content described and illustrated herein without consequentially departing from the scope of the invention as defined in the appended claims.

[0110] Specifically, the pantograph 2 represents an energy collector that also operates when the vehicle 100 is in motion, and can be defined by skids or wheels for extracting energy from tracks arranged on the ground or laterally instead of an overhead line, and / or the generator set or engine-generator 6 can be replaced by one or more fuel cells, or one or more hydrogen fuel cells. In this case, the bidirectional AC / DC converter 7 is replaced by a unidirectional DC / DC converter because a fuel cell, unlike a battery, is not a device whose power flow can be bidirectional. Some aspects of the present invention are described below. [Aspect 1] An electric traction vehicle (100) comprising - a plurality of wheels (103), - at least one electric traction chain having at least one electric motor (3b) mechanically coupled to at least one of the wheels to supply drive torque, - an energy management system (20, 40) for the electric traction chain (3), wherein the energy management system comprises a) a power bus (1), b) a network power collector (2) located outside the vehicle and adapted to electrically couple the power bus (1) to a network power line (104) designed to provide a network supply voltage (V AL) to the power bus (1) even when the vehicle (100) is in motion during use, c) a first energy source (6) disposed in an on-board state and having one of a generator set, an engine-generator, a fuel cell, a hydrogen fuel cell, and being adapted to be electrically coupled to the power bus (1) to supply power to the power bus (1) by a first supply voltage, d) an on-board energy storage system (21) having a storage assembly (21) adapted to be electrically coupled to the power bus (1) and configured to supply power to the power bus (1) by a second supply voltage and to receive a charging voltage or current from the power bus (1). e) (1) A second switch (K2) electrically coupled between the network power collector (2) and the power bus (1); (2) A fourth switch (K5) electrically coupled between the storage system and the power bus (1); A plurality of switches, and f) A management and control unit (102, 30) operably coupled to the plurality of switches; In an electric traction vehicle having - The first energy source is mechanically disconnected from the wheels (103) and from the electric motor (3b) in all operating states; - The plurality of switches include (1) A first switch (K1) electrically coupled between the first energy source (6) and the power bus (1); (2) A third switch (K3) electrically coupled between the electric traction chain (3) and the power bus (1); and - The management and control unit (102, 30) is configured to control the first, second, third, and fourth switches to electrically couple / disconnect the first energy source (6), the network power collector (2), the electric traction chain (3), and the storage system to / from the power bus (1) so as to implement a plurality of operating states of the vehicle (100). [Aspect 2] The operating states of the vehicle (100) include first and second operating states of traction, and a) In the first operating state of traction, the first energy source (6) and the network power collector (2) are disconnected from the power bus (1), while the storage system and the electric traction chain (3) are coupled to the power bus (1) such that the electric traction chain (3) is powered through a first intermediate voltage correlated with the second supply voltage; b) In the second operating state of the traction, the electric traction chain (3) is powered through a second intermediate voltage correlated with the first and the second supply voltages so as to supply power to the traction chain (3) by drawing a portion of the power from the first energy source (6) and a further portion of the power from the storage system, while the network power collector (2) is decoupled from the power bus (1), and the first energy source (6), the storage system, and the electric traction chain (3) are coupled to the power bus (1). The vehicle according to embodiment 1. [Embodiment 3] The vehicle according to embodiment 2, wherein the management and control unit (102, 30) is configured to switch from the first operating state of the traction to the second operating state of the traction when the vehicle is traveling at a speed below a threshold forward speed. [Embodiment 4] The vehicle according to embodiment 2 or 3, wherein the management and control unit (102, 30) is configured to switch from the second operating state of the traction to the first operating state of the traction when the vehicle is traveling at a speed above a further threshold forward speed. [Embodiment 5] In the second operating state of the traction, until the traction chain (3) reaches a further operating state of the traction in which the traction chain (3) is supplied only by the first energy source (6), the management and control unit (102, 30) is configured to reduce the further portion of the power from the storage system and simultaneously increase the portion of the power from the first energy source (6) so as to supply the power required by the electric traction chain (3) and any possible auxiliary users. The vehicle according to any one of embodiments 2 to 4. [Embodiment 6] The vehicle according to any one of embodiments 2 to 5, wherein the management and control unit (102, 30) is configured to reduce the power supplied from the storage system to the power bus (1) when the first switch (K1) is closed for switching from the first operating state of the traction to the second operating state of the traction in order to compensate for an increase in the power supplied to the power bus (1) due to the connection of the first power source (6). [Embodiment 7] The operating state of the vehicle (100) includes first, second, and third operating states of charging as alternatives to each other, and - In the first operating state of charging, the first energy source (6) is decoupled from the power bus (1) such that the storage assembly (21, 22) is charged by a first charging voltage correlated with the network supply voltage (V AL ), while the network power collector (2), the storage system, and the electric traction chain (3) are coupled to the power bus (1). - In the second operating state of charging, the network power collector (2) is decoupled from the power bus (1) such that the storage assembly (21) is charged by a second charging voltage correlated with the first supply voltage, while the first energy source (6), the storage system, and the electric traction chain (3) are coupled to the power bus (1), and - In the third operating state of charging, the network power collector (2) and the first energy source (6) are decoupled from the power bus (1) such that the storage assembly (21) is charged by a third charging voltage correlated with the recovered voltage generated by the traction chain (3) operating as a generator, while the storage system and the electric traction chain (3) are coupled to the power bus (1). The vehicle according to any one of aspects 1 to 6. [Aspect 8] The operating state of the vehicle (100) includes first and second operating states of charging as alternatives to each other in the case of a stopped or parked vehicle, and - In the first operating state of charging in the case of the stopped or parked vehicle, the first energy source (6) and the electric traction chain (3) are decoupled from the power bus (1) such that the storage assembly (21) is charged using a third charging voltage correlated with the network supply voltage (V AL ), while the network power collector (2) and the storage system are coupled to the power bus (1). - In the second operating state of the charging in the case of the parked or stationary vehicle, the network power collector (2) and the electric traction chain (3) are decoupled from the power bus (1), while the first energy source (6) and the storage system are coupled to the power bus (1) such that the storage assembly (21) is charged by a fourth charging voltage correlated with the first supply voltage. The vehicle according to any one of aspects 1 to 7. [Aspect 9] When the vehicle (100) reaches a transit area having air pollution emission restrictions or noise pollution restrictions, or when it is desirable to switch off the first energy source (6), the management and control unit (102, 30) - Transmits a switch-off signal to switch off the first energy source (6) and open the first switch (K1) in order to decouple the first energy source (6) from the power bus (1). - Activates and maintains the first operating state of the traction as long as the vehicle (100) remains within the transit area. When the vehicle (100) leaves the transit area, a) Transmits a switch-on signal to start the first energy source (6), and b) Closes the first switch (K1) to couple the first energy source (6) to the power bus (1), or closes the second switch (K2) to couple the network power collector (2) to the power bus (1). The vehicle according to any one of aspects 2 to 6. [Aspect 10] - In the first operating state of the traction, generate the first intermediate voltage by increasing or decreasing the second supply voltage as a function of the voltage level received by the traction chain (3). - In the second operating state of the traction, generate the second intermediate voltage by increasing or decreasing the first supply voltage as a function of the level of the voltage received by the traction chain (3). - In the first operating state of the charging, the network supply voltage (V as a function of the voltage level received by the storage system ​ AL By increasing or decreasing - In the second operating state of the charging, by increasing or decreasing the first supply voltage as a function of the level of the voltage received by the storage system, so as to generate the second charging voltage, and - In the third operating state of the charging, by increasing or decreasing the recovered voltage as a function of the level of the voltage received by the storage system, so as to generate the third charging voltage, A vehicle according to any one of aspects 2 and 7, further comprising a bidirectional DC-DC converter (22) operably arranged between the fourth switch (K5) configured to form a voltage level matching interface between the storage system and the power bus (1) and the storage system, and being reversible or true. [Aspect 11] Further comprising at least one auxiliary electrical load (5) coupled to the power bus (1) using a fifth switch (K4), the management and control unit (102, 30) being operably coupled to the fifth switch, and when the vehicle (100) is stopped or parked in the absence of the first supply voltage and the network supply voltage, the fifth switch (K4) and the fourth switch (K5) are configured to simultaneously control to electrically couple the auxiliary load (5) and the storage system (21) to the power bus (1) in order to supply power to the auxiliary load (5) using only the second supply voltage. A vehicle according to any one of aspects 1 to 10. [Aspect 12] - A second energy source (6) configured in an on-board state and having one of a generator set, an engine-generator, a fuel cell, a hydrogen fuel cell suitable for electrically coupling to the power bus (1) to supply power to the power bus (1) by a third supply voltage, - A sixth switch coupled between the second energy source and the power bus (1), Further comprising The management and control unit (102, 30) is operably coupled to the sixth switch, and the first switch (K1) or the sixth switch is closed, or the first energy source or the second energy source individually having the minimum total operating time is selected to implement a further operating state of the vehicle (100), and the sixth switch is controlled to electrically couple / decouple the second energy source to / from the power bus (1). The vehicle according to any one of aspects 1 to 11, wherein the vehicle is configured as described above. [Aspect 13] The traction chain and the energy management system are part of the first power vehicle of the vehicle (100), and the vehicle has a second power vehicle having a further traction chain and a further energy management system, and the power bus is shared between the first power vehicle (42) and the second power vehicle path (44). The vehicle according to any one of aspects 1 to 12, wherein the vehicle is configured as described above. [Aspect 14] An energy management method for at least one electric traction chain in a vehicle (100) according to any one of aspects 1 to 13, A method having steps of selectively controlling the first, second, third, and fourth switches to electrically couple / decouple the first energy source (6), the network power collector (2), the electric traction chain (3), and the second energy source (21, 22) to / from the power bus (1) so as to implement a plurality of operating states of the vehicle (100) according to any one of aspects 1 to 13.

Claims

1. An electric tow vehicle (100), comprising: - a plurality of wheels (103); - at least one electric traction chain having at least one electric motor (3b) mechanically coupled to at least one of said wheels for supplying drive torque; an energy management system (20, 40) of said electric traction chain (3); and said energy management system comprises: a) a power bus (1); b) A network power collector (2) that is located outside the vehicle and is suitable for electrically coupling the power bus (1) to a network power line (104) designed to supply a network supply voltage (V ＡＬ ) to the power bus (1) even when the vehicle (100) is moving during use. c) a first energy source (6) arranged in an on-board state and having one of a generator set, an engine-generator, a fuel cell, a hydrogen fuel cell, and being electrically coupled to said power bus (1) to supply power to said power bus (1) by a first supply voltage; d) an on-board energy storage system (21) having a storage assembly (21) configured to be electrically coupled to said power bus (1) and to supply power to said power bus (1) by a second supply voltage and to receive a charging voltage or current from said power bus (1); e) (1) a second switch (K2) electrically coupled between said network power collector (2) and said power bus (1); (2) a fourth switch (K5) electrically coupled between said storage system and said power bus (1); a plurality of switches, and f) a management and control unit (102, 30) operably coupled to said plurality of switches. In the electric tow vehicle, - said first energy source is mechanically disconnected from said wheels (103) and from said electric motor (3b) in all operating states; - said plurality of switches comprise: (1) a first switch (K1) electrically coupled between said first energy source (6) and said power bus (1); (2) a third switch (K3) electrically coupled between said electric traction chain (3) and said power bus (1). and - The management and control unit (102, 30) is configured to control the first, second, third, and fourth switches to electrically couple / decouple the first energy source (6), the network power collector (2), the electric traction chain (3), and the storage system to / from the power bus (1) so as to implement a plurality of operating states of the vehicle (100). The operating states of the vehicle (100) include first and second operating states of traction, and a) In the first operating state of traction, the first energy source (6) and the network power collector (2) are decoupled from the power bus (1), while the storage system and the electric traction chain (3) are coupled to the power bus (1) so that the electric traction chain (3) is powered through a first intermediate voltage correlated with the second supply voltage. b) In the second operating state of traction, the network power collector (2) is decoupled from the power bus (1), while the first energy source (6), the storage system, and the electric traction chain (3) are coupled to the power bus (1) so that the electric traction chain (3) is powered by drawing a portion of the power from the first energy source (6) and a further portion of the power from the storage system, and the electric traction chain (3) is powered through a second intermediate voltage correlated with the first and second supply voltages. An electric traction vehicle.

2. The vehicle according to claim 1, wherein the management and control unit (102, 30) is configured to switch from the second operating state of traction to the first operating state of traction when the vehicle is traveling at a speed less than a threshold forward speed.

3. The vehicle according to claim 1 or 2, wherein the management and control unit (102, 30) is configured to switch from the first operating state of traction to the second operating state of traction when the vehicle is traveling at a speed above a further threshold forward speed.

4. In the second operating state of the traction, until reaching a further operating state of the traction in which the electric traction chain (3) is supplied only by the first energy source (6), the management and control unit (102, 30) supplies the power required by the electric traction chain (3) and any possible auxiliary users. To meet the demand, the management and control unit (102, 30) is configured to reduce the portion of the further power from the storage system and simultaneously increase the portion of the power from the first energy source (6). The vehicle according to any one of claims 1 to 3.

5. When the first switch (K1) is closed to switch from the first operating state of the traction to the second operating state of the traction, the management and control unit (102, 30) compensates for an increase in the power supplied to the power bus (1) due to the connection of the first energy source (6). The vehicle according to claim 4, wherein the power supplied from the storage system to the power bus (1) is configured to be reduced.

6. The operating states of the vehicle (100) include first, second, and third operating states of charging as alternatives to each other, and - In the first operating state of the charging, the storage assembly (21, 22) is charged by a first charging voltage correlated with the network supply voltage (V ＡＬ ). While the first energy source (6) is decoupled from the power bus (1), the network power collector (2), the storage system, and the electric traction chain (3) are coupled to the power bus (1). - In the second operating state of charging, the network power collector (2) is disconnected from the power bus (1) so that the storage assembly (21) is charged by a second charging voltage correlated with the first supply voltage, while the first energy source (6), the storage system, and the electric traction chain (3) are connected to the power bus (1), and - In the third operating state of charging, the network power collector (2) and the first energy source (6) are disconnected from the power bus (1) so that the storage assembly (21) is charged by a third charging voltage correlated with the recovered voltage generated by the electric traction chain (3) operating as a generator, while the storage system and the electric traction chain (3) are connected to the power bus (1). The vehicle according to any one of claims 1 to 5.

7. The operating state of the vehicle (100) includes, as alternatives to each other, in the case of a stopped or parked vehicle, a first and a second operating state of charging, and, - In the first operating state of the charging in the case of the stopped or parked vehicle, the storage assembly (21) is charged using a third charging voltage correlated with the network supply voltage (V ＡＬ ), the first energy source (6) and the electric traction chain (3) are decoupled from the power bus (1), while the network power collector (2) and the storage system are coupled to the power bus (1), so that the storage assembly (21) is charged using the third charging voltage correlated with the network supply voltage (V - In the second operating state of charging in the case of the stopped or parked vehicle, the network power collector (2) and the electric traction chain (3) are disconnected from the power bus (1), while the first energy source (6) and the storage system are connected to the power bus (1), such that the storage assembly (21) is charged by a fourth charging voltage correlated with the first supply voltage. The vehicle according to any one of claims 1 to 6.

8. When the vehicle (100) reaches a transit area having air pollution emission restrictions or noise pollution restrictions, or when it is desirable to switch off the first energy source (6), the management and control unit (102, 30) - Sends a switch-off signal to switch off the first energy source (6) and to open the first switch (K1) in order to disconnect the first energy source (6) from the power bus (1). - Activates and maintains the first operating state of traction as long as the vehicle (100) remains within the transit area. When the vehicle (100) leaves the transit area, a) Sends a switch-on signal to start the first energy source (6), and b) Closes the first switch (K1) to connect the first energy source (6) to the power bus (1), or closes the second switch (K2) to connect the network power collector (2) to the power bus (1). The vehicle according to any one of claims 1 to 5.

9. - Generate the first intermediate voltage by increasing or decreasing the second supply voltage as a function of the voltage level received by the electric traction chain (3) in the first operating state of traction. - Generate the second intermediate voltage by increasing or decreasing the first supply voltage as a function of the voltage level received by the electric traction chain (3) in the second operating state of traction. ​ - In the first operating state of the charging, the network supply voltage (V ＡＬ ) is increased or decreased as a function of the voltage level received by the storage system to generate the first charging voltage, - In the second operating state of the charging, by increasing or reducing the first supply voltage as a function of the voltage level received by the storage system, to generate the second charging voltage, and - In the third operating state of the charging, by increasing or reducing the recovered voltage as a function of the voltage level received by the storage system, to generate the third charging voltage, The vehicle according to claim 6, further comprising a bidirectional DC-DC converter (22) operably arranged between the fourth switch (K5) configured to form a voltage level matching interface between the storage system and the power bus (1) and the storage system, and being reversible or true.

10. The vehicle according to any one of claims 1 to 9, further comprising at least one auxiliary electrical load (5) coupled to the power bus (1) using a fifth switch (K4), wherein the management and control unit (102, 30) is operably coupled to the fifth switch, and when the vehicle (100) is stopped or parked in the absence of the first supply voltage and the network supply voltage, the fifth switch (K4) and the fourth switch (K5) are configured to simultaneously control to electrically couple the auxiliary electrical load (5) and the storage system (21) to the power bus (1) to supply power to the auxiliary electrical load (5) using only the second supply voltage.

11. - A second energy source (6) configured in an on-board state and having one of a generator set, an engine-generator, a fuel cell, a hydrogen fuel cell suitable for electrically coupling to the power bus (1) to supply power to the power bus (1) by a third supply voltage, - A sixth switch coupled between the second energy source and the power bus (1), further comprising The management and control unit (102, 30) is operably coupled to the sixth switch, and is activated when the first switch (K1) or the sixth switch is closed, or when the first energy source or the second energy source individually selects the one having the minimum total operating time, and is configured to control the sixth switch to electrically couple / decouple the second energy source to / from the power bus (1) so as to implement a further operating state of the vehicle (100). The vehicle according to any one of claims 1 to 10.

12. The electric traction chain and the energy management system are part of a first power car of the vehicle (100), and the vehicle has a second power car having a further electric traction chain and a further energy management system, and the power bus is shared between the first power car (42) and the second power car (44). The vehicle according to any one of claims 1 to 11.

13. An energy management method for at least one electric traction chain in a vehicle (100) according to any one of claims 1 to 12, The method having steps of selectively controlling the first, second, third, and fourth switches to electrically couple / decouple the first energy source (6), the network power collector (2), and the electric traction chain (3) to / from the power bus (1) so as to implement a plurality of operating states of the vehicle (100).

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