Abstract: A system is provided for powering a locomotive. The system comprises a plurality of traction motor assemblies, each assembly comprising an armature and a field; a first power source connected in series to each armature; and in specific circumstances, a second power source connected across the fields. A method of controlling traction power in a locomotive is also provided, the method comprising: identifying which of a plurality of traction motor armatures in the locomotive has a highest current reading; and ramping a traction motor field current to equal the highest current reading for the traction motor armatures.

Abstract: A diesel-hybrid control device according to the present invention generates an instruction signal for instructing about a driving force of a storage battery car constituting a vehicle system of a train and driven by a motor, and includes a driving-force instruction unit that generates an instruction signal for instructing about a driving force of a railcar constituting the vehicle system and driven by a diesel engine. The driving-force instruction unit generates an instruction signal for instructing to start driving the storage battery car and generates an instruction signal for instructing to be on standby for driving the railcar at a time of starting the train.

Abstract: Disclosed is a system of energy storage and electrical motorization to be installed on a towed car of a convoy. The system includes an energy storage module having the capacity to receive energy, to accumulate the energy over time and to restore the energy upon request in electrical form; a motor/generator transforming electrical energy into mechanical energy and vice versa. An acceleration detector is configured to generate a first signal, the first signal indicating an acceleration undergone by the car. A controller establishes for establishing commands and provides control signals to different system components according to the first signal energy storage module accumulating or restoring the energy to the electrical converter. The controller is configured to cause the motor/generator to progressively apply a tractive force in response to the first signal, the tractive force being an increasing function of the acceleration indicated by the first signal.

Abstract: A railway vehicle including two end bogies is provided. Each end bogie includes a chassis; two front wheels and two rear wheels; for each front wheel and each rear wheel, guide for guiding the wheel in rotation and a primary suspension device of the chassis on the guide. At least the primary suspension devices associated with the front and rear wheels arranged on the same first lateral side of the bogie include two longitudinal connecting rods, each connected by a first connection point to the chassis, and by a second connection point to the corresponding guide, at least one resilient component inserted between the two connecting rods to define at least the vertical stiffness of the primary suspension device, the two connecting rods being offset longitudinally relative to one another. Each end bogie includes pivot connector suitable for connecting the end bogie to the vehicle.

Abstract: The present invention is directed to the termination of the occurrence of wheel slip/skid and prediction and prevention of the onset of wheel slip/skid in a locomotive. In one configuration, a lookup table of adhesion factors is used to predict the occurrence of wheel slip/skid.

Abstract: A hybrid propulsion system. The system comprises one or more hybrid propulsion traction drives having an electric motor operable to produce mechanical power for propulsion. A hybrid propulsion traction drive is operable to receive power from an on-board power generation system. The electric motor is operable to receive power from an energy storage unit and operable to supply power to the energy storage unit. The energy storage unit may be coupled to the electric motor via a switch.

Abstract: A traction drive, in particular for rail cars, includes a permanent-excited synchronous motor, a traction converter with a pulsed inverter for powering the motor, and ohmic brake resistors. Cross-over switches are connected with a corresponding input terminal of the motor and can switch the input terminal between a corresponding output terminal of the pulsed inverter (for travel) and a terminal of a corresponding brake resistor (for braking). The brake resistors are electrically connected in a star configuration. The traction drive can operate with different supply voltages. There is no longer a need for a mechanical brake, and flat spots on the wheels can be prevented.

Abstract: A hybrid energy locomotive system having an energy storage and regeneration system. In one form, the system can be retrofitted into existing locomotives or installed as original equipment. The energy storage and regeneration system captures dynamic braking energy, excess motor energy, and externally supplied energy, and stores the energy in one or more energy storage subsystems, including a flywheel, a battery, an ultra-capacitor, or a combination of such subsystems. The energy storage and regeneration system can be located in a separate energy tender vehicle. The separate energy tender vehicle is optionally equipped with traction motors. An energy management system is responsive to power storage and power transfer parameters, including data indicative of present and future track profile information, to determine present and future electrical energy storage and supply requirements. The energy management system controls the storage and regeneration of energy accordingly.

Abstract: A long distance auxiliary drive tender for railroad locomotives which stores significant quantities of fuel and delivers the fuel to the locomotives while underway and which also includes traction motor drive axles powered by the locomotive generators. The traction motors are also capable of providing dynamic braking. Preferably, the auxiliary drive tender will also store and transfer lubrication oil, water, and sand for the locomotives. The auxiliary drive tender operates much like a B-unit in conventional MU operations except that it does not have its own power source.

Abstract: A railroad locomotive includes traction motors for propelling the locomotive, and an isolation switch disposed in signal communication with at least one of the traction motors for isolating a faulting motor from the other traction motors.