DC power supply system having a single bus for directly supplying regenerated power for locomotive operation

Abstract

A DC power supply system onboard a locomotive includes a DC power supply link; a traction device coupled to the DC power supply link including a traction motor inverter and a traction motor coupled to the traction motor inverter, the traction motor configured to regenerate electric power during dynamic braking and feed the regenerated electric power through the traction motor inverter to the DC power supply link as regenerated DC electric power, and an auxiliary system coupled to the DC power supply link comprising an auxiliary inverter configured to directly receive auxiliary power as a portion of the regenerated DC electric power during the dynamic braking to generate inverted auxiliary power. A load is coupled to the auxiliary inverter, and during the dynamic braking, receives the inverted auxiliary power from the auxiliary inverter to operate the load.

Description

DC POWER SUPPLY SYSTEM HAVING A SINGLE BUS FOR DIRECTLY SUPPLYING REGENERATED POWER FOR LOCOMOTIVE OPERATIONTechnical Field

[0001] The present disclosure relates generally to a system for supplying DC power for locomotive operation, and more particularly, to a system of a single DC power supply link topology for directly supplying regenerated power for locomotive operation.Background

[0002] Locomotives generally include electrical energy (or power) sources that energize a set of traction motors of the locomotive. The traction motors in turn drive a set of locomotive wheels, thereby enabling locomotive propulsion. Trains, including passenger trains typically require electric power for powering various applications that may be unrelated to locomotive propulsion where some of the various applications may receive power from different or separate power sources, such as separate or different alternators. For example, some locomotives may include an auxiliary power locomotive (APL) system that may provide electric power for heating, cooling, ambient lighting, and energizing various electrical outlets of the locomotives, and a head end power (HEP) system that may be configured to provide electric power for heating, cooling, ambient lighting, and energizing various electrical outlets for the railcars of the trains.

[0003] During locomotive retardation or braking, a dynamic brake mode (DB) may be applied in such locomotives. In a DB mode, regenerative energy may be generated by the traction motors. Such regenerative energy may be dumped into one or more DB grids of the braking system, and / or the regenerative energy may be consumed by the HEP system and APL system. However, the during dynamic braking, these different alternators may not be able to fully recover energy generated by the dynamic braking and the APL system still needs to be powered.

[0004] One example of a system for using recovered, or regenerated, power for locomotive operation is disclosed in U.S. Patent No. 10,501,095 of Jalla, that was published on DecemberDocket No.: 24-0591 WOO 110, 2019 (“the ’095 patent”). In particular, the ’095 patent discloses a power system, which may be carried on a locomotive, for regenerating power by a traction motor during dynamic braking, and providing the regenerated power to the HEP and APL systems via a DC link. Although useful in recovering energy during dynamic braking by operating one or more of the traction motor subsystems as alternators and providing regenerated power to the DC link via an inverter, the power system of the ’095 patent, in particular, describes utilizing auxiliary power converters between the DC link and APL loads to adjust the voltage on the DC link to a voltage level acceptable for the APL load, which introduces DC-to-DC conversion loss.

[0005] The systems and methods described herein are directed to improvement over the power system for a locomotive set forth above.Summary

[0006] According to a first aspect, a DC power supply system onboard a locomotive is disclosed. The DC power supply system may comprise a DC power supply link, a traction device coupled to the DC power supply link, and an auxiliary system coupled to the DC power supply link. The DC power supply link may include a positive DC power bus having a positive polarity and a negative DC power bus having a negative polarity relative to the positive DC power bus. The traction device may include a traction motor inverter coupled to the positive DC power bus and the negative DC power bus and a traction motor coupled to the traction motor inverter. The traction motor may be configured to regenerate electric power in a dynamic brake (DB) mode during dynamic braking and to feed the regenerated electric power through the traction motor inverter to the DC power supply link as regenerated DC electric power. The auxiliary system may include an auxiliary inverter coupled to the positive DC power bus and the negative DC power bus. The auxiliary system may be configured to directly receive auxiliary power as a portion of the regenerated DC electric power from the DC power supply link during the dynamic braking and to generate inverted auxiliary power. The auxiliary system may additionally include a load coupled to the auxiliary inverter, where the load is configured to receive the inverted auxiliary power from the auxiliary inverter during the dynamic braking to operate the load using the inverted auxiliary power during the dynamic braking. The load may be coupled to auxiliary inverter AC output of the auxiliary inverter through a plurality of inductors, where the pluralityDocket No.: 24-0591 WOO 1of inductors is configured to reduce auxiliary inverter output voltage at the auxiliary inverter AC output to a load voltage appropriate for the load at inductor output of the plurality of inductors connected to the load, and where the auxiliary inverter AC output is connected to inductor input of the plurality of inductors. The DC power supply system may also include a power source coupled to the DC power supply system that provides operation electric power to the DC power supply link during a normal operating mode. The power source may be one of an internal combustion engine (ICE) system power source with an ICE driving an alternator, an ICE hybrid power source, a fuel cell hybrid power source, and a battery electric power source.

[0007] According to another aspect, a locomotive having a DC power supply system for distributing operation electric power for operation of the locomotive is disclosed. The DC power supply system of the locomotive may comprise a DC power supply link, a traction device coupled to the DC power supply link, and an auxiliary system coupled to the DC power supply link. The DC power supply link may include a positive DC power bus having a positive polarity and a negative DC power bus having a negative polarity relative to the positive DC power bus. The traction device may include a traction motor inverter coupled to the positive DC power bus and the negative DC power bus and a traction motor coupled to the traction motor inverter. The traction motor may be configured to regenerate electric power in a dynamic brake (DB) mode during dynamic braking and to feed the regenerated electric power through the traction motor inverter to the DC power supply link as regenerated DC electric power. The auxiliary system may include an auxiliary inverter coupled to the positive DC power bus and the negative DC power bus. The auxiliary system may be configured to directly receive auxiliary power as a portion of the regenerated DC electric power from the DC power supply link during the dynamic braking and to generate inverted auxiliary power. The auxiliary system may additionally include a load coupled to the auxiliary inverter, where the load is configured to receive the inverted auxiliary power from the auxiliary inverter during the dynamic braking to operate the load using the inverted auxiliary power during the dynamic braking. The load may be coupled to auxiliary inverter AC output of the auxiliary inverter through a plurality of inductors, where the plurality of inductors is configured to reduce auxiliary inverter output voltage at the auxiliary inverter AC output to a load voltage appropriate for the load at inductor output of the plurality of inductors connected to the load, and where the auxiliary inverter AC output is connected to inductor inputDocket No.: 24-0591 WOO 1of the plurality of inductors. The DC power supply system may also include a power source coupled to the DC power supply system that provides operation electric power to the DC power supply link during a normal operating mode. The power source may be one of an internal combustion engine (ICE) system power source with an ICE driving an alternator, an ICE hybrid power source, a fuel cell hybrid power source, and a battery electric power source.

[0008] According to yet another aspect, a method in a dynamic braking mode of operation of a locomotive is disclosed. The method may include generating regenerated electric power by operating a traction motor as an alternator, generating regenerated DC electric power from the regenerated electric power through a traction motor inverter coupled to the traction motor, and supplying the regenerated DC electric power directly to an auxiliary inverter for operating a load associated with the auxiliary inverter. Supplying the regenerated DC electric power directly to the auxiliary inverter for operating the load associated with the auxiliary inverter may comprise receiving auxiliary power by the auxiliary inverter where the auxiliary power is a portion of the regenerated DC electric power, generating inverted auxiliary power by inverting the auxiliary power through the auxiliary inverter, reducing the inverted auxiliary power to a load voltage appropriate for operating the load by feeding the inverted auxiliary power through a plurality of inductors, and providing the load voltage to the load.Brief Description of the Drawings

[0009] The detailed description is described with reference to the accompanying figures. In the figures, the left-most digit of a reference number identifies the figure in which the reference number first appears. The same reference numbers in different figures indicate similar or identical items.

[0010] FIG. 1 is a schematic diagram of a locomotive with a DC power supply system.

[0011] FIG. 2 is a schematic diagram of the DC power supply system.

[0012] FIG. 3 is a schematic diagram of an auxiliary inverter and associated inductors for producing appropriate electric power for a load of the auxiliary inverter.

[0013] FIG. 4 is a schematic diagram of the DC power supply system with a diesel-hybrid power source.Docket No.: 24-0591 WOO 1

[0014] FIG. 5 is a schematic diagram of the DC power supply system with a fuel cell-hybrid power source.

[0015] FIG. 6 is a schematic diagram of the DC power supply system with a battery electric power source.

[0016] FIG. 7 is a flowchart of an example process for directly providing regenerated power to an auxiliary system of a locomotive during dynamic braking.

[0017] FIG. 8 is a flowchart representing an example detail process of one of blocks of FIG. 7.

[0018] FIG. 9 is a block diagram of an ECM 116 coupled a DC power supply system and a power source for controlling the DC power supply system 102 and the power source.Detailed Description

[0019] FIG. 1 is a schematic diagram of a train 100 with a DC power supply system 102 onboard a locomotive 104 of the train 100. The train additionally includes one or more railcars 106 coupled to the locomotive 104. Although the locomotive 104 is shown to be coupled to one end of the train 100, a similar locomotive may be coupled to another end (not shown) of the train 100, the train 100 may include a number of locomotives 104 at either ends of the train 100, and other arrangements of locomotives may be made. The railcars 106 may include passenger cars, freight cars, fuel tenders, etc., for carrying passengers, goods, or other loads. A number of wheel sets 108 are positioned throughout a length of the train 100 in a known manner. The wheel sets 108 engage tracks 110 of an associated railroad, thus supporting and facilitating traversal of the train over the railroad.

[0020] The locomotive 104 may include a power source 112 coupled to a DC power supply system 102 to provide DC power to the DC power supply system 102, which provides electric power to operate the train 100. The locomotive 104 further includes at least one traction motor 114 that is driven by the DC power supply system 102 and is configured to power the one or more loads during a braking of the locomotive 104. In FIG. 1, six traction motors 114 are shown, and the six traction motors 114 may drive six wheel sets 108 of the locomotive 104. The locomotive 104 may also include an electronic control module (ECM) 116 coupled to the DCDocket No.: 24-0591 WOO 1power supply system 102 and the power source 112 for control various functions of the DC power supply system 102 and the power source 112 described below.

[0021] It is to be understood that a description pertaining to one traction motor 114 may be applicable to each of the traction motors 114. The traction motor 114 is coupled to the wheel set 108 and is configured to power the wheel sets 108 to move the train 100. The traction motor 114 may also function as a generator, or an alternator, and regenerate electric power during dynamic braking of the locomotive 104. At least a portion of the electric power regenerated may be transferred to the one or more loads of the train 100 through the DC power supply system 102. Further, some portion of the electric power regenerated may also be dissipated through, or stored by, the DC power supply system 102.

[0022] The power source 112 may include an internal combustion engine (ICE), simply referred to as an engine, powered by one or more of diesel fuel, gaseous fuel, such as liquefied natural gas (LNG), propane gas, hydrogen gas, or any other suitable gaseous fuel, driving an alternator to generate AC power that is rectified to DC power. The power source 112 may additionally include batteries forming an engine-battery hybrid power source, such as a dieselhybrid power source. Alternatively, the power source may be batteries or a fuel cell with or without batteries forming a fuel cell-battery power source to provide DC power to the DC power supply system 102.

[0023] FIG. 2 is a schematic diagram the DC power supply system 102 and the power source 112. In this example, the power source 112 is illustrated as an engine 202, such as a diesel engine, coupled to an alternator 204, whose AC output is converted to DC output by a rectifier 206 and fed to the DC power supply system 102. The DC power supply system 102 may be configured to distribute power to the loads and the traction motors 114 of the locomotive 104 and / or the railcars 106. The loads may include non-propulsion based loads, such as head end power (HEP) loads of the railcars 106 and auxiliary power locomotive (APL) loads of the locomotive 104, such as traction motor blowers 208, air compressor 210, radiator fans 212, and other electric system 214. The other electric system 214 may include auxiliary transformers 216, auxiliary rectifiers 218, an auxiliary DC-to-DC converter 220, and batteries 222, for example, to provide 120 Vac to the railcar 106 for use by passengers and to a starter (not shown) for starting the engine 202.Docket No.: 24-0591 WOO 1

[0024] The DC power supply system 102 may include a DC power supply link 224 that supplies and distributes power to the loads described above and comprises a positive DC power bus 226 with a positive polarity and a negative DC power bus 228 having a negative polarity relative to the positive DC power bus 226. The negative DC power bus 228 may be grounded to the ground of the DC power supply system 102. A traction device 230 may be coupled to the DC power supply link 224. The traction device 230 may include a traction motor inverter 232 coupled to the positive DC power bus 226 and the negative DC power bus 228, and the traction motor 114 coupled to the traction motor inverter 232. The traction motor 114 is configured to regenerate electric power in a dynamic brake (DB) mode during dynamic braking of the locomotive 104 and to feed the regenerated electric power through the traction motor inverter 232 to the DC power supply link 224. In this example of the locomotive 104, there are six traction devices 230, “x 6” as indicated in FIG. 2 and as illustrated in FIG. 1. An auxiliary system 234 including the loads, such as the HEP loads and the APL loads, may be coupled to the DC power supply link 224. The auxiliary system 234 may comprise a plurality of auxiliary inverters 236, connected to the positive DC power bus 226 and the negative DC power bus 228, and the plurality of the auxiliary inverters 236 (auxiliary inverters 236A, 236B, 236C, and 236D are shown in this example) are coupled to corresponding loads, such as the traction motor blowers 208, the air compressor 210, the radiator fans 212, and the other electric system 214.

[0025] The auxiliary system 234 may also be a first auxiliary system of a plurality of auxiliary systems coupled to the DC power supply link 224 in the DC power supply system 102. Each auxiliary system of the plurality of auxiliary systems may include a corresponding auxiliary inverter coupled to the positive DC power bus 226 and the negative DC power bus228 and be configured to directly receive corresponding auxiliary power from the DC power supply link 224 during the dynamic braking and to generate corresponding inverted auxiliary power. Each auxiliary system of the plurality of auxiliary systems may also include a corresponding load coupled to the corresponding auxiliary inverter and be configured to receive the corresponding inverted auxiliary power from the corresponding auxiliary inverter during the dynamic braking to operate the corresponding load using the corresponding inverted auxiliary power.

[0026] In the DB mode during the dynamic braking, the traction motor 114 is run, or turned, due to the motion of the locomotive 104, and performs as an alternator and regenerates electricDocket No.: 24-0591 WOO 1power 238, which may be three-phase AC electric power. The regenerated electric power 238 from the traction motor 114 is fed through the traction motor inverter 232, and is supplied to the DC power supply link 224 as regenerated DC electric power 240. The auxiliary inverters 236 receive auxiliary power 242, which is at least a portion of the regenerated DC electric power 240, directly from the DC power supply link 224 during the dynamic braking, and generate inverted auxiliary power 244. The loads, such as the traction motor blowers 208, the air compressor 210, the radiator fans 212, and the other electric system 214, associated with the auxiliary inverters 236 receive corresponding inverted auxiliary power 244, i.e., associated inverted portion of the regenerated DC electric power 240, during the dynamic braking through the auxiliary inverters 236 and are operated using the corresponding inverted auxiliary power 244. The DC power supply system 102 may additionally comprise a DB converter 246 coupled to the DC power supply link 224 and a DB grid 248 coupled to the DB converter 246. The DB converter 246 may receive excess portion 250 of the regenerated DC electric power 240 during the dynamic braking and provide the excess portion 250 to the DB grid to be dissipated.

[0027] In a nomial operating mode of the locomotive 104, the regenerated DC electric power 240 from the traction motor 114 running as an alternator is absent, and the power source 112, by running the diesel engine 202, provides operation electric power 252 via the DC power supply link 224 to the traction motors 114 through the traction motor inverters 232 and the auxiliary power 242 to the loads through the auxiliary inverters 236 for the operation of the locomotive 104. By regenerating electric power during the dynamic braking and re-using the regenerated electric power 238 for operation of the train 100, the power source 112 may be turned off, or may be operated to use less energy or fuel than during a normal operation of the train 100. By reducing or eliminating the work from the power source 112 during the dynamic braking, energy, or fuel, consumption for operating the train 100 may be reduced, and associated maintenance may also be reduced. Further, instead of operating a plurality of alternators for a corresponding plurality of electrical systems for operating the train 100, by utilizing one power source 112 and managing the operation of the train 100 with the single DC power supply system 102, an overall complexity of the electrical system of the train 100 may be reduced along with associated cost of maintenance of the electrical system.Docket No.: 24-0591 WOO 1

[0028] FIG. 3 is a schematic diagram of an auxiliary inverter 236 and a plurality of inductors 302 associated with the auxiliary inverter 236 for producing appropriate electric power for a load of the auxiliary inverter 236. In this example, a combination of the auxiliary inverter 236A and the traction motor blower 208 as the load is illustrated. As described above with reference to FIG. 2, the auxiliary inverter 236A receives a portion of the regenerated DC electric power 240 as the auxiliary power 242A from the DC power supply link 224 during the dynamic braking. Based on the characteristics of the traction motor 114 performing as an alternator during the dynamic braking, the traction motor inverter 232, and auxiliary inverter 236A, auxiliary inverter output voltage of inverted auxiliary power 306 (shown as a graph) at auxiliary inverter AC output 304 may be about 660 Vrms with high frequency noise 308, which may be higher than load voltage desired and / or appropriate for operating the traction motor blower 208, which may operate at 480 Vrms. The plurality of inductors 302 is coupled to the auxiliary inverter AC output 304 at inductor input 310 of the plurality of inductors 302 and is coupled to the load, the traction motor blower 208, at inductor output 312. Value, or values, for the plurality of inductors 302 is selected to produce the load voltage 314 of 480 Vrms at the inductor output 312 with reduced high frequency noise 316, for operating the traction motor blower 208 from 660 Vrms at the auxiliary inverter AC output 304.

[0029] In a conventional setup, a DC-to-DC converter (not shown) may be connected between the DC power supply link 224 and the auxiliary inverter 236A to reduce the DC voltage present on the DC power supply link 224 entering the auxiliary inverter 236 A such that the AC voltage at the auxiliary inverter AC output 304 is at the load voltage 314. However, there is some efficiency loss due to a conversion loss through the DC-to-DC converter. By utilizing the plurality of inductors 302 at the auxiliary inverter AC output 304 instead of utilizing the DC-to- DC converter at DC input of the auxiliary inverter 236A, the conversion loss may be avoided. As shown in FIG. 3, the plurality of inductors 302 also reduces, or filters, the high frequency noise 308 present at the auxiliary inverter AC output 304, thus provides electrically cleaner power to the load. Further, the plurality of inductors 302 is less complicated than the DC-to DC converter, likely less expensive to utilize and maintain, thereby reduces overall cost of operation of the train 100.Docket No.: 24-0591 WOO 1

[0030] FIG. 4 is a schematic diagram of the DC power supply system 102 with a diesel hybrid power source 402. The diesel hybrid power source 402 is an example of ICE hybrid systems. In addition to the engine 202, the alternator 204, and the rectifier 206 of the power source 112, the diesel hybrid power source 402 includes a battery system 404. The battery system 404 may comprise battery switches 406, rectifiers 408, and batteries 410, which may be coupled to, and decoupled from, the DC power supply link 224 by the battery switches 406. While one battery system 404 is shown in this example, multiple battery systems 404 may be utilized. As described above with reference to FIG. 2, in, or during, a normal operating mode of the locomotive 104, the regenerated DC electric power 240 is absent, and the power source 112 provides operation electric power 252 via the DC power supply link 224 to the traction motors 114 through the traction motor inverters 232 and the auxiliary power 242 to the loads through the auxiliary inverters 236 for the operation of the locomotive 104. Additionally, the power source 112 of the diesel hybrid power source 402 may provide a battery portion 412 of operation electric power 252 to charge the batteries 410 of the battery system 404 by controlling the battery switches 406. Alternatively, the battery system 404 may supplement the operation electric power 252 in addition to the power source 112 or supply the operation electric power 252 in place of the power source 112. During the dynamic braking, the regenerated electric power 238 may power the auxiliary system 234, and instead of, or in addition to, sending the excess portion 250 of the regenerated electric power 238 to the DB grid 248, the excess portion 250 (shown as a dotted line arrow) may be used to charge the batteries 410 of the battery system 404.

[0031] FIG. 5 is a schematic diagram of the DC power supply system 102 with a fuel cell hybrid power source 502 with a fuel cell system 504 comprising a fuel cell 506 and a fuel cell converter 508. An output from the fuel cell 506 is coupled to the fuel cell converter 508 and converted to a voltage appropriate for operation of the locomotive 104 on the DC power supply link 224. Similar to the diesel hybrid system described above with reference to FIG. 4, the battery system 404 may be coupled to, and decoupled from, the DC power supply link 224 by the battery switches 406. While one battery system 404 and one fuel cell system 504 are shown in this example, multiple battery systems 404 and fuel cell systems 504 may be utilized. As described above with reference to FIG. 2, in a normal operating mode of the locomotive 104, the regenerated DC electric power 240 is absent, and the fuel cell system 504 provides operationDocket No.: 24-0591 WOO 1electric power 252 via the DC power supply link 224 to the traction motors 114 through the traction motor inverters 232 and the auxiliary power 242 to the loads through the auxiliary inverters 236 for the operation of the locomotive 104. Additionally, the fuel cell system 504 may provide a battery portion 412 of operation electric power 252 to charge the batteries 410 of the battery system 404 by controlling the battery switches 406. Alternatively, the battery system 404 may supplement the operation electric power 252 in addition to the fuel cell system 504 or supply the operation electric power 252 in place of the fuel cell system 504. During the dynamic braking, the regenerated electric power 238 may power the auxiliary system 234, and instead of, or in addition to, sending the excess portion 250 of the regenerated electric power 238 to the DB grid 248, the excess portion 250 (shown as a dotted line arrow) may be used to charge the batteries 410 of the battery system 404.

[0032] FIG. 6 is a schematic diagram of the DC power supply system 102 with a battery electric power source 602 comprising a plurality of battery racks 604. Each battery rack 604 may comprise battery rack switches 606 and batteries 608, and may be coupled to, and decoupled from, the DC power supply link 224 by the battery rack switches 606. As described above with reference to FIG. 2, in a normal operating mode of the locomotive 104, the regenerated DC electric power 240 is absent, and the battery electric power source 602 provides operation electric power 252 via the DC power supply link 224 to the traction motors 114 through the traction motor inverters 232 and the auxiliary power 242 to the loads through the auxiliary inverters 236 for the operation of the locomotive 104. During the dynamic braking, the regenerated electric power 238 may power the auxiliary system 234, and instead of, or in addition to, sending the excess portion 250 of the regenerated electric power 238 to the DB grid 248, the excess portion 250 (shown as a dotted line arrow) may be used to charge the batteries 608 of the battery electric power source 602.

[0033] FIG. 7 is a flowchart of an example process 700 for directly providing regenerated power to an auxiliary system 234 of a locomotive 104 during dynamic braking. At block 702, in a dynamic braking mode of operation of a locomotive, or during dynamic braking, regenerated electric power, such as the regenerated electric power 238 as described above with reference to FIG. 2, may be generated by operating a traction motor, such as the traction motor 114 as an alternator. The regenerated electric power 238 may be provided to a traction motor inverter, suchDocket No.: 24-0591 WOO 1as the traction motor inverter 232, and DC electric power, such as the regenerated DC electric power 240 may be generated at block 704, and the regenerated DC electric power 240 is supplied directly to an auxiliary inverter, such as an auxiliary inverter 236, for operating a load, such as the traction motor blower 208, associated with the auxiliary inverter 236. At block 708, an excess portion 250 of the regenerated DC electric power 240 may be provided to the DB grid 248 to be dissipated and / or stored in the battery system 404 as discussed above with reference to FIGS. 2 and 4-6.

[0034] FIG. 8 is a flowchart representing an example detail process of block 706 of FIG. 7. At block 802, auxiliary power, such as the auxiliary power 242 which is a portion of the regenerated DC electric power 240, is received by the auxiliary inverter 236, and inverted auxiliary power, such as the inverted auxiliary power 244 is generated by inverting the auxiliary power 242 through the auxiliary inverter 236 at block 804. At block 806, the inverted auxiliary power 244 is reduced to a load voltage 314 appropriate for operating the load, such as the traction motor blower 208, by feeding the inverted auxiliary power 244 through a plurality of inductors, such as the plurality of inductors 302 at block 806. As discussed above with regard to FIG. 3, value, or values, for the plurality of inductors 302 is selected to produce the load voltage appropriate for the load at the inductor output 312 with reduced high frequency noise, for example, the load voltage 314 for operating the traction motor blower 208 at 480 Vrms reduced from 660 Vrms at the auxiliary inverter AC output 304. At block 808, the load voltage 314 is provided to the load, such as the traction motor blower 208.

[0035] FIG. 9 is a block diagram 900 of the ECM 116 coupled the DC power supply system 102 and the power sources 112, 402, 502, and 602. The ECM 116 may comprise one or more processors (processors) 902 to perform the method for controlling the DC power supply system 102 and the power sources 112, 402, 502, and 602 to perform as described above with reference to FIGS. 2-8. The ECM 116 additionally comprises a memory 904 communicatively coupled to the processors 902, and the modules 906 communicatively coupled to the processors 902. The modules 906 may include a communication module 908 and an interface 910, such as a user interface and input / output (VO) module capable of receiving inputs and providing outputs. The inputs and outputs may be communicated to and from the communication module 908 via aDocket No.: 24-0591 WOO 1communication network (not shown), which may be a cellular network, Wi-Fi® network, or any other type of network.

[0036] Generally, computer-executable instructions include routines, programs, objects, components, data structures, and the like that perform particular functions or implement particular data types. The order in which the operations are described is not intended to be construed as a limitation, and any number of the described operations may be combined in any order and / or in parallel to implement the process. The ECM 116 may also embody single or multiple microprocessors, field programmable gate arrays (FPGAs), digital signal processors (DSPs), programmable logic controllers (PLCs), etc. The ECM 116 may also be hosted by a single server or distributedly hosted by a plurality of servers in a cloud environment.

[0037] In some examples, the processors 902 may include a central processing unit (CPU), a graphics processing unit (GPU), both CPU and GPU, or other processing units or components known in the art. Additionally, the processors 902 may possess its own local memory, which also may store program modules, program data, and / or one or more operating systems. The memory 904 may comprise computer-readable media, which may include volatile memory (e.g., RAM), non-volatile memory (e.g., ROM, flash memory, miniature hard drive, memory card, or the like), or some combination thereof. The computer-readable media may be non-transitory computer- readable media. The computer-readable media may include or be associated with the one or more of the above-noted modules, which perform various operations associated with the ECM 116. In some examples, one or more of the modules may include, or be associated with, computerexecutable instructions that are stored by the computer-readable media and that are executable by one or more processors to perform such operations. For example, the memory 904 may store computer-executable instructions that, when executed by the processors 902 of the ECM 116, cause the processors 902 to perform operations according to the methods described above with reference to FIGs. 7 and 8 and operate the locomotive 104, the DC power supply system 102, and the power sources 112, 402, 502, and 602 as described above with reference to FIGs. 2-6.

[0038] The software and or functionality of the system(s), component(s), algorithms, cloud(s), platform(s), etc., discussed above with reference to FIGs. 2-8 regarding operating the locomotive 104, the DC power supply system 102, and the power sources 112, 402, 502, and 602 depend on design requirements, ease of construction and / or integration, cost, etc. Accordingly, while theseDocket No.: 24-0591 WOO 1elements have been separated for purposes of discussion, they may be combined, as appropriate, during implementation.

[0039] The ECM 116 may be configured to use artificial intelligence for maintaining synchronization between centralized (cloud-based) and distributed models. The ECM 116 may include a centralized or cloud-based computer processing system located in one or more of a back- office server or a plurality of remote servers, one or more distributed, edge-based computer processing systems separately located with each of the distributed computer processing systems communicatively connected to the centralized computer processing system.

[0040] A machine learning engine may be included in at least one of the centralized and distributed computer processing systems, such as the ECM 116. The machine learning engine may train a learning system using the training data to enable the machine learning engine to safely mitigate a divergence discovered between first and second sets of output control commands using a learning function including at least one learning parameter. Training the learning system may include providing the training data as an input to the learning function. The learning function may be configured to use the at least one learning parameter to generate an output based on the input, cause the learning function to generate the output based on the input, and compare the output to one or more of the first and second sets of output control commands to determine a difference between the output and the one or more of the first and second sets of output control commands. The learning function may modify the at least one learning parameter and the output of the learning function to decrease the difference responsive to the difference being greater than a threshold difference and under a variety of different conditions.Industrial Applicability

[0041] The example systems and methods of the present disclosure are applicable to a variety of locomotives with various powered sources, or units, including electric and hybrid, such as diesel-electric, battery-electric, and fuel cell-electric locomotives. The DC power supply system onboard the locomotive may comprise a DC power supply link, a traction device coupled to the DC power supply link, and an auxiliary system coupled to the DC power supply link. The DC power supply link may include a positive DC power bus having a positive polarity and a negative DC power bus having a negative polarity relative to the positive DC power bus. TheDocket No.: 24-0591 WOO 1traction device may include a traction motor inverter coupled to the positive DC power bus and the negative DC power bus and a traction motor coupled to the traction motor inverter. The traction motor may be configured to regenerate electric power in a dynamic brake (DB) mode during dynamic braking and to feed the regenerated electric power through the traction motor inverter to the DC power supply link as regenerated DC electric power. The auxiliary system may include an auxiliary inverter coupled to the positive DC power bus and the negative DC power bus. The auxiliary system may be configured to directly receive auxiliary power as a portion of the regenerated DC electric power from the DC power supply link during the dynamic braking and to generate inverted auxiliary power. The auxiliary system may additionally include a load coupled to the auxiliary inverter, where the load is configured to receive the inverted auxiliary power from the auxiliary inverter during the dynamic braking to operate the load using the inverted auxiliary power during the dynamic braking.

[0042] The load may be coupled to auxiliary inverter AC output of the auxiliary inverter through a plurality of inductors, where the plurality of inductors is configured to reduce auxiliary inverter output voltage at the auxiliary inverter AC output to a load voltage appropriate for the load at inductor output of the plurality of inductors connected to the load, and where the auxiliary inverter AC output is connected to inductor input of the plurality of inductors. Additionally, the plurality of inductors may reduce high frequency noises present on the DC power supply link and provide cleaner power to the load.

[0043] The DC power supply system may also include a power source coupled to the DC power supply system that provides operation electric power to the DC power supply link during a normal operating mode. The power source may be one of an internal combustion engine (ICE) system power source with an ICE driving an alternator, an ICE hybrid power source, a fuel cell hybrid power source, and a battery electric power source.

[0044] By reducing or eliminating the work from the power source during the dynamic braking, energy, or fuel, consumption for operating the train may be reduced, and associated maintenance may also be reduced. Further, instead of operating a plurality of alternators for a corresponding plurality of electrical systems for operating the train, by utilizing one power source and managing the operation of the train with the single DC power supply system, anDocket No.: 24-0591 WOO 1overall complexity of the electrical system of the train may be reduced along with associated cost of maintenance of the electrical system of the train.

[0045] Unless explicitly excluded, the use of the singular to describe a component, structure, or operation does not exclude the use of plural such components, structures, or operations or their equivalents. The use of the terms “a” and “an” and “the” and “at least one” or the term “one or more,” and similar referents in the context of describing the invention (especially in the context of the following claims) are to be construed to cover both the singular and the plural, unless otherwise indicated herein or clearly contradicted by context. The use of the term “at least one” followed by a list of one or more items (for example, “at least one of A and B” or one or more of A and B”) is to be construed to mean one item selected from the listed items (A or B) or any combination of two or more of the listed items (A and B; A, A and B; A, B and B), unless otherwise indicated herein or clearly contradicted by context. Similarly, as used herein, the word "or" refers to any possible permutation of a set of items. For example, the phrase "A, B, or C" refers to at least one of A, B, C, or any combination thereof, such as any of: A; B; C; A and B; A and C; B and C; A, B, and C; or multiple of any item such as A and A; B, B, and C; A, A, B, C, and C; etc.

[0046] While aspects of the present disclosure have been particularly shown and described with reference to the examples above, it will be understood by those skilled in the art that various additional embodiments may be contemplated by the modification of the disclosed devices, systems, and methods without departing from the spirit and scope of what is disclosed. Such embodiments should be understood to fall within the scope of the present disclosure as determined based upon the claims and any equivalents thereof.Docket No.: 24-0591 WOO 1

Claims

ClaimsWhat is claimed is:

1. A DC power supply system onboard a locomotive, the DC power supply system comprising: a DC power supply link comprising: a positive DC power bus having a positive polarity, and a negative DC power bus having a negative polarity relative to the positive DC power bus; a traction device coupled to the DC power supply link, the traction device comprising: a traction motor inverter coupled to the positive DC power bus and the negative DC power bus, and a traction motor coupled to the traction motor inverter, the traction motor configured to regenerate electric power in a dynamic brake (DB) mode during dynamic braking and to feed the regenerated electric power through the traction motor inverter to the DC power supply link as regenerated DC electric power; and an auxiliary system coupled to the DC power supply link, the auxiliary system comprising: an auxiliary inverter coupled to the positive DC power bus and the negative DC power bus, the auxiliary inverter configured to directly receive auxiliary power as a portion of the regenerated DC electric power from the DC power supply link during the dynamic braking and to generate inverted auxiliary power, and a load coupled to the auxiliary inverter, the load configured to receive the inverted auxiliary power from the auxiliary inverter during the dynamic braking and to operate the load using the inverted auxiliary power.

2. The DC power supply system of claim 1, wherein the negative DC power bus is electrically grounded to a ground of the DC power supply system.Docket No.: 24-0591 WOO 13. The DC power supply system of claim 1, wherein the traction device further comprises: a DB converter coupled to the DC power supply link, and a DB grid coupled to the DB converter, wherein the DB converter is configured to provide an excess portion of the regenerated DC electric power to the DB grid during the dynamic braking for dissipating the excess portion of the regenerated DC electric power.

4. The DC power supply system of claim 1, further comprising: a battery system coupled to the DC power supply system, wherein the battery system is configured to store an excess portion of the regenerated DC electric power during the dynamic braking.

5. The DC power supply system of claim 1, wherein the load is coupled to auxiliary inverter AC output of the auxiliary inverter through a plurality of inductors, the plurality of inductors configured to reduce auxiliary inverter output voltage at the auxiliary inverter AC output to a load voltage appropriate for the load at inductor output of the plurality of inductors connected to the load, the auxiliary inverter AC output connected to inductor input of the plurality of inductors.

6. The DC power supply system of claim 1, wherein a power source is coupled to the DC power supply system and provides operation electric power to the DC power supply link during a normal operating mode.

7. The DC power supply system of claim 6, wherein the power source is one of: an internal combustion engine (ICE) system power source with an ICE driving an alternator, an ICE hybrid power source, a fuel cell hybrid power source, andDocket No.: 24-0591 WOO 1a battery electric power source.

8. The DC power supply system of claim 1, wherein: the auxiliary system is a first auxiliary system of a plurality of auxiliary systems coupled to the DC power supply link, wherein each auxiliary system of the plurality of auxiliary systems comprises: a corresponding auxiliary inverter coupled to the positive DC power bus and the negative DC power bus, and configured to directly receive corresponding auxiliary power from the DC power supply link during the dynamic braking and to generate corresponding inverted auxiliary power, and a corresponding load coupled to the corresponding auxiliary inverter and configured to receive the corresponding inverted auxiliary power from the corresponding auxiliary inverter during the dynamic braking to operate the corresponding load using the corresponding inverted auxiliary power.

9. A locomotive comprising: a DC power supply system for distributing operation electric power for operation of the locomotive, the DC power supply system comprising: a DC power supply link comprising: a positive DC power bus having a positive polarity, and a negative DC power bus having a negative polarity relative to the positive DC power bus; a traction device coupled to the DC power supply link, the traction device comprising: a traction motor inverter coupled to the positive DC power bus and the negative DC power bus, and a traction motor coupled to the traction motor inverter, the traction motor configured to regenerate electric power in a dynamic brake (DB) mode during dynamic braking and to feed the regenerated electric power through the traction motor inverter to the DC power supply link as regenerated DC electric power; andDocket No.: 24-0591 WOO 1an auxiliary system coupled to the DC power supply link, the auxiliary system comprising: an auxiliary inverter coupled to the positive DC power bus and the negative DC power bus, the auxiliary inverter configured to directly receive auxiliary power as a portion of the regenerated DC electric power from the DC power supply link during the dynamic braking and to generate inverted auxiliary power, and a load coupled to the auxiliary inverter, the load configured to receive the inverted auxiliary power from the auxiliary inverter during the dynamic braking and to operate the load using the inverted auxiliary power.

10. The locomotive of claim 9, wherein: the locomotive is coupled to a railcar, and the DC power supply system further configured to distribute the operation electric power to an electrical system of the railcar.

11. The locomotive of claim 9, wherein the negative DC power bus is electrically grounded to a ground of the DC power supply system.

12. The locomotive of claim 9, wherein the traction device further comprises: a DB converter coupled to the DC power supply link, and a DB grid coupled to the DB converter, wherein the DB converter is configured to provide an excess portion of the regenerated DC electric power to the DB grid during the dynamic braking for dissipating the excess portion of the regenerated DC electric power.

13. The locomotive of claim 9, wherein the DC power supply system further comprises: a battery system coupled to the DC power supply system, wherein the battery system is configured to store an excess portion of the regenerated DC electric power during the dynamic braking.Docket No.: 24-0591 WOO 114. The locomotive of claim 9, wherein the load is coupled to auxiliary inverter AC output of the auxiliary inverter through a plurality of inductors, the plurality of inductors configured to reduce auxiliary inverter output voltage at the auxiliary inverter AC output, connected to inductor input of the plurality of inductors, to load voltage appropriate for the load at inductor output of the plurality of inductors connected to the load.

15. The locomotive of claim 9, further comprising a power source coupled to the DC power supply system, the power source configured to provide operation electric power to the DC power supply link during a normal operating mode.

16. The locomotive of claim 15, wherein the power source is one of: an internal combustion engine (ICE) system power source with an ICE driving an alternator, an ICE hybrid power source, a fuel cell hybrid power source, and a battery electric power source.

17. The locomotive of claim 15, wherein: the auxiliary system is a first auxiliary system of a plurality of auxiliary systems coupled to the DC power supply link, wherein each auxiliary system of the plurality of auxiliary systems comprises: a corresponding auxiliary inverter coupled to the positive DC power bus and the negative DC power bus, and configured to directly receive corresponding auxiliary power from the DC power supply link during the dynamic braking and to generate corresponding inverted auxiliary power, and a corresponding load coupled to the corresponding auxiliary inverter and configured to receive the corresponding inverted auxiliary power from the corresponding auxiliary inverter during the dynamic braking to operate the corresponding load using the corresponding inverted auxiliary power.Docket No.: 24-0591 WOO 118. A method comprising: in a dynamic braking mode of operation of a locomotive: generating regenerated electric power by operating a traction motor as an alternator; generating regenerated DC electric power from the regenerated electric power through a traction motor inverter coupled to the traction motor; and supplying the regenerated DC electric power directly to an auxiliary inverter for operating a load associated with the auxiliary inverter.

19. The method of claim 18, wherein supplying the regenerated DC electric power directly to the auxiliary inverter for operating the load associated with the auxiliary inverter comprises: receiving auxiliary power by the auxiliary inverter, the auxiliary power being a portion of the regenerated DC electric power; generating inverted auxiliary power by inverting the auxiliary power through the auxiliary inverter; reducing the inverted auxiliary power to a load voltage appropriate for operating the load by feeding the inverted auxiliary power through a plurality of inductors; and providing the load voltage to the load.

20. The method of claim 18, further comprising: storing an excess portion of the regenerated DC electric power during the dynamic braking.Docket No.: 24-0591 WOO 1

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