Hybrid energy off highway vehicle electric power management system and method
An energy management system for use with a hybrid energy off highway vehicle. The off highway vehicle includes a primary energy source and a power converter driven by the primary energy source for providing primary electric power. A traction bus is coupled to the power converter and carries the primary electric power. A traction drive is connected to the traction bus. The traction drive has a motoring mode in which the traction drive is responsive to the primary electric power for propelling the off highway vehicle. The traction drive has a dynamic braking mode of operation wherein said traction drive generates dynamic braking electrical energy. The energy management system includes an energy management processor for determining a power storage parameter and a power transfer parameter. An energy storage system is connected to the traction bus and is responsive to the energy management processor. The energy storage system selectively stores electrical energy as a function of the power storage parameter and selectively supplying secondary electric power from the stored electrical energy to the traction bus as a function of the power transfer parameter.
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The invention of the present application is a Continuation-in-Part that claims of U.S. patent application Ser. No. 10/378,431, filed on Mar. 3, 2003, and entitled “HYBRID ENERGY OFF HIGHWAY VEHICLE ELECTRIC POWER MANAGEMENT SYSTEM AND METHOD”, which claims priority from U.S. patent application Ser. No. 10/033,172, filed on Dec. 26, 2001, and entitled “HYBRID ENERGY POWER MANAGEMENT SYSTEM AND METHOD”, allowed Dec. 23, 2002, and from U.S. Provisional Application Ser. No. 60/278,975, filed on Mar. 27, 2001, the entire disclosure of which is incorporated herein by reference. The following commonly owned, co-pending applications are related to the present application and are incorporated herein by reference:
U.S. patent application Ser. No. 10/378,335, filed on Mar. 3, 2003, and entitled “HYBRID ENERGY OFF HIGHWAY VEHICLE POWER STORAGE SYSTEM AND METHOD”;
U.S. patent application Ser. No. 10/033,347, filed on Dec. 26, 2001, and entitled “HYBRID ENERGY LOCOMOTIVE POWER STORAGE SYSTEM”;
U.S. patent application Ser. No. 10/033,191, filed on Dec. 26, 2001, and entitled “HYBRID ENERGY LOCOMOTIVE SYSTEM AND METHOD”; and
U.S. patent application Ser. No. 10/032,714, filed on Dec. 26, 2001, and entitled “LOCOMOTIVE ENERGY TENDER”.
FIELD OF THE INVENTIONThe invention relates generally to energy management systems and methods for use in connection with a large, Off Highway Vehicle such as a railway locomotive, mining truck or excavator. In particular, the invention relates to a system and method for managing the storage and transfer of electrical energy, such as dynamic braking energy or excess prime mover power, produced by Off Highway Vehicles driven by electric traction motors.
BACKGROUND OF THE INVENTION
As illustrated in
Strictly speaking, an inverter converts DC power to AC power. A rectifier converts AC power to DC power. The term “converter” is also sometimes used to refer to inverters and rectifiers. The electrical power supplied in this manner may be referred to as prime mover power (or primary electric power) and the alternator/rectifier 104 may be referred to as a source of prime mover power. In a typical AC diesel-electric Off Highway Vehicle application, the AC electric power from the alternator is first rectified (converted to DC). The rectified AC is thereafter inverted (e.g., using power electronics such as Insulated Gate Bipolar Transistors (IGBTs) or thyristors operating as pulse width modulators) to provide a suitable form of AC power for the respective traction motor 108.
As is understood in the art, traction motors 108 provide the tractive power to move Off Highway Vehicle 100 and any other vehicles, such as load vehicles, attached to Off Highway Vehicle 100. Such traction motors 108 may be an AC or DC electric motors. When using DC traction motors, the output of the alternator is typically rectified to provide appropriate DC power. When using AC traction motors, the alternator output is typically rectified to DC and thereafter inverted to three-phase AC before being supplied to traction motors 108.
The traction motors 108 also provide a braking force for controlling speed or for slowing Off Highway Vehicle 100. This is commonly referred to as dynamic braking, and is generally understood in the art. Simply stated, when a traction motor 108 is not needed to provide motivating force, it can be reconfigured (via power switching devices) so that the motor operates as an electric power generator. So configured, the traction motor 108 generates electric energy which has the effect of slowing the Off Highway Vehicle. In prior art Off Highway Vehicles, such as illustrated in
It should be noted that, in a typical prior art DC hybrid vehicle, the dynamic braking grids 110 are connected to the traction motors 108. In a typical prior art AC hybrid vehicle, however, the dynamic braking grids are connected to the DC traction bus 122 because each traction motor 108 is normally connected to the bus by way of an associated inverter 106 (see
The output of prime mover power source 104 is connected to a DC bus 122 that supplies DC power to the traction motor subsystems 124A-124B. The DC bus 122 may also be referred to as a traction bus 122 because it carries the power used by the traction motor subsystems. As explained above, a typical prior art diesel-electric Off Highway Vehicle includes two traction motors 108, one per each wheel 109, wherein the two wheels 109 operate as an axle assembly, or axle-equivalent. However, a system may be also be configured to include a single traction motor per axle or configured to include four traction motors, one per each wheel 109 of a two axle-equivalent four-wheel vehicle. In
During braking, the power generated by the traction motors 108 is dissipated through a dynamic braking grid subsystem 110. As illustrated in
As indicated above, prior art Off Highway Vehicles typically waste the energy generated from dynamic braking. Attempts to make productive use of such energy have been unsatisfactory. For example, one system attempts to use energy generated by a traction motor 108 in connection with an electrolysis cell to generate hydrogen gas as a supplemental fuel source. Among the disadvantages of such a system are the safe storage of the hydrogen gas and the need to carry water for the electrolysis process. Still other prior art systems fail to recapture the dynamic braking energy at all, but rather selectively engage a special generator that operates when the associated vehicle travels downhill. One of the reasons such a system is unsatisfactory is because it fails to recapture existing braking energy and fails to make the captured energy available for reuse on board the Off Highway Vehicle.
Therefore, there is a need for an energy management system and method that control when energy is captured and stored, and when such energy is regenerated for later use.
SUMMARY OF THE INVENTIONIn one aspect, the invention relates to an energy management system for use with a hybrid energy off-highway vehicle system. The off highway vehicle system includes a vehicle having a primary energy source and a power converter driven by the primary energy source providing primary electric power. A traction bus is coupled to the power converter and carries the primary electric power. A traction drive is connected to the traction bus and has a motoring mode in which the traction drive is responsive to the primary electric power for propelling the off highway vehicle and a dynamic braking mode of operation wherein said traction drive generates dynamic braking electrical energy. The energy management system includes an energy management processor for determining a power storage parameter and a power transfer parameter. An energy storage system is connected to the traction bus and is responsive to the energy management processor. The energy storage system selectively stores electrical energy available from the traction bus as a function of the power storage parameter and selectively supplying secondary electric power from the stored electrical energy to the traction bus as a function of the power transfer parameter. The traction drive is responsive to the secondary electric power.
In another aspect, the invention is an energy management system for use with a hybrid energy off highway vehicle. The off highway vehicle includes a primary energy source and a power converter driven by the primary energy source for providing primary electric power. A traction bus is coupled to the power converter and carries the primary electric power. A traction drive is connected to the traction bus. The traction drive has a motoring mode in which the traction drive is responsive to the primary electric power for propelling the off highway vehicle. The traction drive has a dynamic braking mode of operation wherein said traction drive generates dynamic braking electrical energy. The energy management system includes an energy management processor for determining a power storage parameter and a power transfer parameter. An energy storage system is connected to the traction bus and is responsive to the energy management processor. The energy storage system selectively stores electrical energy as a function of the power storage parameter and selectively supplying secondary electric power from the stored electrical energy to the traction bus as a function of the power transfer parameter.
In another aspect, the invention is an energy management method for use with a hybrid energy off highway vehicle system. The off highway vehicle system includes a vehicle having a primary energy source and a power converter driven by the primary energy source to provide primary electric power. A traction bus is coupled to the power converter and carries the primary electric power. A traction drive is connected to the traction bus and has a motoring mode in which the traction drive is responsive to the primary electric power for propelling the off highway vehicle and a dynamic braking mode of operation wherein said traction drive generates dynamic braking electrical energy. The energy management method includes determining a power storage parameter and determining a power transfer parameter. The method further includes storing electrical energy available from the traction bus in an energy storage device connected to the traction bus as a function of the determined power storage parameter; and providing secondary electric power to the traction bus from the electrical energy stored in the energy storage device as a function of the determined power transfer parameter. The traction drive is responsive to the secondary electric power for propelling the off highway vehicle.
In yet another aspect of the invention, a hybrid energy system for propelling an off highway vehicle includes a primary energy source and a power converter driven by the primary energy source for providing primary electric power. A traction motor system receives the primary electric power and propels the off highway vehicle in response to the received primary electric power. The traction motor system has a dynamic braking mode of operation generating electrical energy. An energy storage system captures the electrical energy generated by the traction motor system in the dynamic braking mode and transfers a portion of the captured electrical energy to the traction motor system to augment the primary electric power. An energy management system controls the energy storage system. The energy management system determines a power storage parameter and a power transfer parameter whereby the energy management system controls the capture of electrical energy by the energy storage system as a function of the power storage parameter and controls the transfer of the portion of the captured electrical energy to the traction motor system as a function of the power transfer parameter.
In still another aspect of the invention, an energy management system for use in connection with a hybrid energy off highway vehicle includes a primary source and a power converter driven by the primary power source for providing primary electric power. A traction motor system receives the primary electric power and selectively propels the off highway vehicle in response to the received primary electric power. The traction motor system has a dynamic braking mode of operation generating dynamic braking electrical power. An energy storage system selectively stores a portion of the dynamic braking electrical power generated by the traction motor system in the dynamic braking mode and selectively supplies secondary electric power derived from the portion of the dynamic braking electrical power stored therein to the traction motor system that is responsive to the secondary electric power. The energy management system comprises an energy management processor that determines a power storage parameter and a power transfer parameter. The energy management processor controls the storage of dynamic braking electrical power by the energy storage system as a function of the power storage parameter. The energy management processor controls the supply of secondary electric power from the energy storage system to the traction motor system as a function of the power transfer parameter.
BRIEF DESCRIPTION OF THE DRAWINGS
Corresponding reference characters and designations generally indicate corresponding parts throughout the drawings.
DETAILED DESCRIPTION OF ASPECTS OF THE INVENTION
The Off Highway Vehicle system includes an Off Highway Vehicle 200 having a primary energy source 104. In some embodiments, a power converter is driven by the primary energy source 102 and provides primary electric power. A traction bus 122 is coupled to the power converter and carries the primary electric power. A traction drive 108 is coupled to the traction bus 122. The traction drive 108 constitutes a vehicle propulsion system mechanically coupled to the wheels 109 of the vehicle 200 and has a motoring mode in which the traction drive is responsive to the primary electric power for propelling the Off Highway Vehicle 200, in which the traction drive 108 acts as a power load in the motoring mode. The traction drive 108 has a dynamic braking mode of operation wherein the traction drive generates dynamic braking electrical energy and thus acts as a power generator or source in the braking mode. An energy management system 206 comprises an energy management processor (not shown). The energy management system 206 determines a power storage parameter and a power transfer parameter. An energy capture and storage system 204 is responsive to the energy management system 206. The energy capture and storage system 204 selectively stores electrical energy as a function of the power storage parameter and thus acts as a power load during power storage. The energy capture and storage system 204 selectively supplies secondary electric power from the electrical energy stored therein as a function of the power transfer parameter and thus acts as power generator or source during power discharge when it converts stored mechanical or chemical energy into electrical power.
In one embodiment, the energy capture and storage system 204 selectively receives electrical power generated during the dynamic braking mode of operation and stores it for later regeneration and use. In the alternative or in addition to receiving and storing dynamic braking power, energy capture and storage system 204 can also be constructed and arranged to receive and store power from other sources. For example, excess prime mover power from primary energy source 104 can be transferred and stored. Similarly, when two or more Off Highway Vehicles 200 operate in tandem and are electrically coupled, excess power from one of the Off Highway Vehicles can be transferred and stored in energy capture and storage system 204. Also, a separate primary energy source 102 (e.g., diesel generator, fuel cell, trolley line, etc.) can be used to supply a charging voltage (e.g., a constant charging voltage) to energy capture and storage system 204. Still another source of charging is an optional off-vehicle charging source 220. For example, energy capture and storage system 204 can be charged by external charging generator or source 220 such as a battery charger. The hybrid vehicle 200 may also be operated so that at the completion of a leg of its travel path, energy will remain stored in the energy storage system 204 and thus be available for transfer to a suitable external power load 224 such as other vehicles (e.g., pushers to help propel another train), or to an external energy system (not shown), such as an electric grid via electrical interface connection to the vehicle's electrical system, a third rail or an overhead power line.
The energy capture and storage system 204 preferably includes at least one of the following storage subsystems for storing the electrical energy generated during the dynamic braking mode: a battery subsystem, a flywheel subsystem, an ultra-capacitor subsystem, and a fuel cell fuel generator (not shown). Other storage subsystems are possible. Ultra-capacitors are available from Maxwell Technologies. These storage subsystems may be used separately or in combination. When used in combination, these storage subsystems can provide synergistic benefits not realized with the use of a single energy storage subsystem. A flywheel subsystem, for example, typically stores energy relatively fast but may be relatively limited in its total energy storage capacity. A battery subsystem, on the other hand, often stores energy relatively slowly but can be constructed to provide a relatively large total storage capacity. Hence, a flywheel subsystem may be combined with a battery subsystem wherein the flywheel subsystem captures the dynamic braking energy that cannot be timely captured by the battery subsystem. The energy thus stored in the flywheel subsystem may be thereafter used to charge the battery. Accordingly, the overall capture and storage capabilities are preferably extended beyond the limits of either a flywheel subsystem or a battery subsystem operating alone. Such synergies can be extended to combinations of other storage subsystems, such as a battery and ultra-capacitor in combination where the ultra-capacitor supplies the peak demand needs. In the case where the primary energy source 102 is a fuel cell, the energy capture and storage system 204 may include an electrolysis system that generates hydrogen from the fuel cell wastewater. The stored hydrogen is provided to the fuel cell as an energy source for providing primary or secondary power.
It should be noted at this point that, when a flywheel subsystem is used, a plurality of flywheels is preferably arranged to limit or eliminate the gyroscopic effect each flywheel might otherwise have on the Off Highway Vehicle and load vehicles. For example, the plurality of flywheels may be arranged on a six-axis basis to greatly reduce or eliminate gyroscopic effects. It should be understood, however, that reference herein to a flywheel embraces a single flywheel or a plurality of flywheels.
Referring still to
It should be understood that it is common for each Off Highway Vehicle 200 to operate separately from other Off Highway Vehicles. However, two or more Off Highway Vehicles could operate in tandem where they are mechanically and/or electrically coupled to operate together. Furthermore, another optional arrangement includes an Off Highway Vehicle that is mechanically coupled to a load vehicle. While
It should be appreciated that when energy capture and storage system 204 drives load vehicle traction motors 308, additional circuitry will likely be required. For example, if energy capture and storage system 204 comprises a battery storing and providing a DC voltage, one or more inverter drives 106 may be used to convert the DC voltage to a form suitable for use by the load vehicle traction motors 308. Such drives are preferably operationally similar to those associated with the Off Highway Vehicle.
Rather than, or in addition to, using the electrical power stored in energy capture and storage 204 for powering load vehicle traction motors 308, such stored energy may also be used to augment the electrical power supplied to Off Highway Vehicle traction motors 108 (e.g., via line 212).
Other configurations are also possible. For example, the Off Highway Vehicle itself may be configured, either during manufacturing or as part of a retrofit program, to capture, store, and regenerate excess electrical energy, such as dynamic braking energy, excess primary energy source power or excess trolley line power. In another embodiment, an energy capture and storage subsystem 306 may be located on some or all of the load vehicles attached to the Off Highway Vehicle.
When a separate load vehicle 300 is used, the load vehicle 300 and the Off Highway Vehicle 200 are preferably mechanically coupled via mechanical linkage 316 and electrically coupled via tandem traction bus 314 such that dynamic braking energy from the Off Highway Vehicle traction motors 108 and/or from optional load vehicle traction motors 308 is stored in energy capture and storage system 206 on board the Off Highway Vehicle and/or is stored in load vehicle capture and storage system 306 on the load vehicle 300. During motoring operations, the stored energy in the energy capture and storage system in one or the other or both the Off Highway Vehicle 200 and the load vehicle 300 is selectively used to propel Off Highway Vehicle traction motors 108 and/or optional load vehicle traction motors 308. Similarly, when the Off Highway Vehicle primary power source 102 produces more power than required for motoring, the excess prime mover power can be stored in energy capture and storage 204 and or load vehicle energy capture and storage 306 for later use.
If load vehicle 300 is not electrically coupled to the Off Highway Vehicle (other than for standard control signals), the optional traction motors 308 on the load vehicle 300 can also be used in an autonomous fashion to provide dynamic braking energy to be stored in energy capture and storage 306 for later use. One advantage of such a configuration is that load vehicle 202 can be coupled to a wide variety of Off Highway Vehicles.
It should be appreciated that when load vehicle traction motors 308 operate in a dynamic braking mode, various reasons may counsel against storing the dynamic braking energy in energy capture and storage 204 and/or 306 (e.g., the storage may be full). Thus, it is preferable that some or all of the dynamic braking energy generated by the load vehicle traction motors 308 be dissipated by grids 310 associated with load vehicle 300, or transferred to Off Highway Vehicle 200 to be dissipated by grids 110 (e.g., via tandem traction bus 316).
It should also be appreciated that load vehicle energy capture and storage system 306 may be charged from an external charging source 326 when such a charging source is available.
The embodiment of
Each of the plurality of Off Highway Vehicle traction motors 108 is preferably operable in at least two operating modes, a motoring mode and a dynamic braking mode. In the motoring mode, the Off Highway Vehicle traction motors 108 receive electrical power (e.g., prime mover electrical power via inverters) to propel the Off Highway Vehicle 200. As described elsewhere herein, when operating in the dynamic braking mode, the traction motors 108 generate electricity. In the embodiment of
Advantageously, load vehicle energy capture and storage 306 can store dynamic braking energy without any electrical power transfer connection with the primary Off Highway Vehicle. In other words, energy capture and storage 306 can be charged without an electrical coupling such as tandem traction bus 314. This is accomplished by operating the Off Highway Vehicle primary power source 320 to provide motoring power to Off Highway Vehicle traction motors 308 while operating load vehicle 300 in a dynamic braking mode. For example, the Off Highway Vehicle primary power source 102 may be operated at a relatively high power setting while load vehicle traction motors 308 are configured for dynamic braking. Energy from the dynamic braking process can be used to charge energy capture and storage 306. Thereafter, the stored energy can be used to power load vehicle traction motors 308 to provide additional motoring power to the tandem Off Highway Vehicle 200 and load vehicle 300.
Referring again to
Referring again to
As illustrated in
When traction motors 108 are operated in a dynamic braking mode, at least a portion of the generated electrical power is routed to an energy storage medium such as energy storage 204. To the extent that energy storage 204 is unable to receive and/or store all of the dynamic braking energy, the excess energy is routed to braking grids 110 for dissipation as heat energy. Also, during periods when primary power source 102 is being operated such that it provides more energy than needed to drive traction motors 108, the excess capacity (also referred to as excess prime mover electric power) may be optionally stored in energy storage 204. Accordingly, energy storage 204 can be charged at times other than when traction motors 108 are operating in the dynamic braking mode. This aspect of the system is illustrated in
The energy storage 204 of
Referring still to the exemplary embodiment illustrated in
As illustrated, the energy management system 206 preferably includes an energy management processor 506, a database 508, and a position identification system 510, such as, for example, a global positioning satellite system receiver (GPS) 510. The energy management processor 506 determines present and anticipated Off Highway Vehicle position information via the position identification system 510. In one embodiment, energy management processor 506 uses this position information to locate data in the database 508 regarding present and/or anticipated travel path topographic and profile conditions, sometimes referred to as travel path situation information. Such travel path situation information may include, for example, travel path grade, travel path elevation (e.g., height above mean sea level), travel path curve data, speed limit information, and the like. In the case of a locomotive off highway vehicle, the travel path and characteristics are those of a railroad track. It is to be understood that such database information could be provided by a variety of sources including: an onboard database associated with processor 510, a communication system (e.g., a wireless communication system) providing the information from a central source, manual operator input(s), via one or more travel path signaling devices, a combination of such sources, and the like. Finally, other vehicle information such as, the size and weight of the vehicle, a power capacity associated with the prime mover, efficiency ratings, present and anticipated speed, present and anticipated electrical load, and so on may also be included in a database (or supplied in real or near real time) and used by energy management processor 506.
It should be appreciated that, in an alternative embodiment, energy management system 206 could be configured to determine power storage and transfer requirements associated with energy storage 204 in a static fashion. For example, energy management processor 506 could be preprogrammed with any of the above information, or could use look-up tables based on past operating experience (e.g., when the vehicle reaches a certain point, it is nearly always necessary to store additional energy to meet an upcoming demand). Such a program may be based on historical information of the preferred mode of power operation of the vehicle 200 (i.e., the amount of power to be generated, regenerated, stored or discharged from storage) at any point or location of the vehicle 200 along its travel path. The position of the vehicle 200 may be determined by conventional techniques, such as a GPS system 510 and track maps stored in a memory (e.g., database 508) on the vehicle 200, AEI tag readers, vehicle heading and inclination for mining dump trucks, mileposts and other markers along the travel path. In other words, the energy management processor 506 identifies the energy storage and discharge activities of the electrical energy capture system 204 based on the anticipated future power load and power generation for the vehicle 200 (which includes at least one hybrid, electro-motive vehicle), and controls the transmission of electrical power among the primary electric power generator 102, the vehicle propulsion system (e.g., traction motors 108), the electric energy capture system 204, and the dynamic braking grid circuit 110 during the operation of the vehicle 200 to perform the identified energy storage and discharge activities.
Referring briefly to
In a further embodiment, the energy management processor 506 comprises a first processor module 513 for identifying the energy storage and discharge activities of the electrical energy capture system 204 based on the anticipated future power load and power generation for the vehicle (which includes at least one hybrid, electromotive, self-powered railroad locomotive) for optimizing a train or vehicle performance parameter. The energy management system 206 further comprises a second processor module 514 on the vehicle 200 for controlling transmission of electrical power among the primary electric power generator 102, the vehicle propulsion system (e.g., traction motors 108), the electric energy capture system 204, and the dynamic braking grid circuit 110 during the operation of the vehicle 200 to perform the energy storage activities. The energy storage and discharge activities of the electrical energy capture system 204 comprise charging the storage devices (e.g., battery, flywheel, etc.) at a selected time, controlling the rate at which such charging should occur, discharging from the storage devices at a selected time, and controlling the rate at which such discharge should occur. The vehicle performance parameters comprise fuel consumption of the vehicle 200, noise emissions from the vehicle 200 (such as the noise generated by the engine and the noise generated by the dynamic braking grid 110 cooling fans), rates of engine emissions of the train/vehicle at locations along the travel path, overall engine emissions of the vehicle 200 along the travel path and power consumption of the vehicle 200 over the travel path. The anticipated future power load and power generation for the vehicle 200 is a function of the location of the vehicle 200, the topography of the track, the weight or load of the vehicle 200, wind resistance, track or road conditions, available primary power generation on the vehicle 200 (i.e., principally the number of locomotives in a train), speed limits on the travel of the vehicle 200, and vehicle 200 acceleration requirements. The operation of off-highway hybrid vehicles 200 that serve as mining dump trucks is similar to that described for a vehicle 200 having at least one hybrid locomotive, but with the travel path being along a road and each hybrid vehicle operating alone.
The first and second processor modules 513, 514 may be located at spaced locations and may communicate to each other either directly for automated operation, and indeed may be performed by the same processing device (e.g., a single energy management processor 506) or indirectly via a vehicle operator for advisory operation of the vehicle 200. In addition, the first processor module 513 may be located off-board the vehicle 200 for directly or indirectly indicating the energy storage and discharge activities and thus controlling the second processor module 514 from an off-board location. This remote control may take the form of a control signal, as indicated by arrow 516, to the second processor module 514 on the vehicle 200 from a dispatch center directing the second processor module 514 to change the energy storage and discharge activities of the vehicle 200, such as when the dispatch center determines that the vehicle 200 has reached a predetermined location along its route. Alternatively, equipment alongside the route may communicate with the vehicle 200 to change the energy storage and discharge activities when the vehicle is adjacent such equipment.
The vehicle operator may also be advised to change the energy storage and discharge activities by instructions or other indicia from a dispatch center displayed at the operator's cab or otherwise communicated to the operator via an interface. For example, a display (not shown) such as a computer monitor is responsive to control signal 516 to advise the operator how to change the energy storage and discharge activities of the vehicle 200. Such operator advice may take the form of instructions as to vehicle motoring, dynamic braking, air brake application and a mixture of air brake and dynamic brake as well as a mixture based on the status of energy storage, the location of the vehicle 200 or the status of the charge of the energy storage device.
On routine runs of the vehicle 200, the operator may initiate energy storage and discharge operations based on his own knowledge of the trajectory of the route and vehicle conditions. The initiation may be executed via manual inputs to the second processor module 514 of the energy management processor 506 for either the storage or discharge of power. In a basic form of the present inventions, the vehicle operator may issue a command to the second processor module 514 or to a switch for enabling or disabling the energy capture system 204. If the system is enabled, the operator may further elect between charging or discharging modes, and the rate at which such charging and discharging are to be performed. The operator's actions may be based on the operator's knowledge or experience as to the preferred energy storage system 204 charging and discharging activities in light of the anticipated train/vehicle operations either in terms of its future travel path or its future standby operations, as described hereinafter.
In any of these various techniques of anticipating the future power demands on the vehicle 200 (i.e., real-time determination, preprogrammed, remotely controlled or manual control), the condition of the track or road, as described above, may be taken into consideration in determining when to change the energy storage and discharge activities. With a railroad vehicle, wet or snowy conditions will reduce traction and impact the tractive effort of the traction motors and the amount of power regeneration. With an off-highway truck, wet or snowy route conditions, will typically slow travel of the truck.
The energy management processor 506 preferably uses the present and/or upcoming travel path situation information, along with Off Highway Vehicle status information, to determine power storage and power transfer requirements. Energy management processor 506 also determines possible energy storage opportunities based on the present and future travel path situation information. For example, based on the travel path profile information, energy management processor 506 may determine that it is more efficient to completely use all of the stored energy, even though present demand is low, because a dynamic braking region is coming up (or because the Off Highway Vehicle is behind schedule and is attempting to make up time). In this way, the energy management system 206 improves efficiency by accounting for the stored energy before the next charging region is encountered. As another example, energy management processor 506 may determine not to use stored energy, despite present demand, if a heavier demand is soon to be encountered in the travel path.
Advantageously, energy management system 206 may also be configured to interface with primary energy source controls. Also, as illustrated in
In operation, energy management processor 506 determines a power storage requirement and a power transfer requirement. Energy storage 204 stores electrical energy in response to the power storage requirement. Energy storage 204 provides secondary electric power (e.g. to a traction bus connected to inverters 106 to assist in motoring) in response to the power transfer requirement. The secondary electric power is derived from the electrical energy stored in energy storage 204.
As explained above, energy management processor 506 preferably determines the power storage requirement based, in part, on a situation parameter indicative of a present and/or anticipated travel path topographic characteristic. Energy management processor 506 may also determine the power storage requirement as a function of an amount of primary electric power available from the prime mover power source 104. Similarly, energy management processor 506 may determine the power storage requirement as function of a present or anticipated amount of primary electric power required to propel the Off Highway Vehicle.
Also, in determining the energy storage requirement, energy management processor 506 preferably considers various parameters related to energy storage 204. For example, energy storage 204 will have a storage capacity that is indicative of the amount of power that can be stored therein and/or the amount of power that can be transferred to energy storage 204 at any given time. Another similar parameter relates to the amount of secondary electric power that energy storage 204 has available for transfer at a particular time.
As explained above, system 500 preferably includes a plurality of sources for charging energy storage 204. These sources include dynamic braking power, excess prime mover electric power, and external charging electric power. Preferably, energy management processor 506 determines which of these sources should charge energy storage 204. In one embodiment, present or anticipated dynamic braking energy is used to charge energy storage 204, if such dynamic braking energy is available. If dynamic braking energy is not available, either excess prime mover electric power or external charging electric power is used to charge energy storage 204.
In the embodiment of
In the look-ahead energy management scheme, energy management processor 506 preferably considers various present and/or anticipated travel path situation parameters, such as those discussed above. In addition, energy management processor may also consider the amount of power stored in energy storage 204, anticipated charging opportunities, and any limitations on the ability to transfer secondary electric power from energy storage 204 to inverters 106.
FIGS. 6A-D, 7A-D, and 8A-E illustrate, in graphic form, aspects of three different embodiments of energy management systems, suitable for use with a hybrid energy vehicle, that could be implemented in a system such as system 500 of
There are four similar charts in each group of figures (FIGS. 6A-D, FIGS. 7A-D, and FIGS. 8A-D). The first chart in each group (i.e.,
The horizontal axis in all charts reflects time in minutes. The time basis for each chart in a given figure group are intended to be the same. It should be understood, however, that other reference bases are possible.
The second chart in each group of figures (i.e.,
The third chart in each figure group (i.e.,
The fourth chart in each figure group (i.e.,
Referring first to FIGS. 6A-D, these figures reflect an energy management system that stores energy at the maximum rate possible during dynamic braking until the energy storage medium is completely full. In this embodiment, all energy transfers to the storage medium occur during dynamic braking. In other words, in the embodiment reflected in FIGS. 6A-D, no energy is transferred to the energy storage medium from excess prime mover power available during motoring, or from other energy sources. Similarly, energy is discharged, up to the maximum rate, whenever there is a motor demand (limited to and not exceeding the actual demand) until the energy storage medium is completely discharged/empty. FIGS. 6A-D assume that the energy storage medium is completely discharged/empty at time 0.
Referring now specifically to
During a second time period B (from approximately 70-80 minutes), dynamic braking energy is transferred to the energy storage medium at the maximum rate (e.g., 500 units) until the storage is full. During this time there is no motoring demand to deplete the stored energy. Thereafter, during a third time period C (from approximately 80-105 minutes) the storage is full. Consequently, even though the vehicle remains in the dynamic braking mode or is coasting (see
During a fourth time period D (from approximately 105-120 minutes), the vehicle resumes motoring. Because energy is available in the energy storage medium, energy is drawn from the storage and used to assist the motoring process. Hence, the curve illustrates that energy is being drawn from the energy storage medium during the fourth time period D.
At approximately 120 minutes, the motoring phase ceases and, shortly thereafter, another dynamic braking phase begins. This dynamic braking phase reflects the start of a fifth time period E that lasts from approximately 125-145 minutes. As can be appreciated by viewing the curve during the fifth time period E, when the dynamic braking phase ends, the energy storage medium is not completely charged.
Shortly before the 150-minute point, a sixth time period F begins which lasts from approximately 150-170 minutes. During this time period and thereafter (see
FIGS. 7A-D correspond to an energy management system that includes a “look-ahead” or anticipated needs capability. This embodiment applies particularly when the travel path of the Off Highway Vehicle is known or is planned. Such a system is unlike the system reflected in FIGS. 6A-D, which simply stores dynamic braking energy when it can, and uses stored energy to assist motoring whenever such stored energy is available. The energy management system reflected by the exemplary curves of FIGS. 7A-D anticipates when the prime mover cannot produce the full required demand, or when it may be less efficient for the prime mover to produce the full required demand. As discussed elsewhere herein, the energy management system can make such determinations based on, for example, known present position, present energy needs, anticipated future travel path topography, anticipated future energy needs, present energy storage capacity, anticipated energy storage opportunities, and like considerations. The energy management system depicted in FIGS. 7A-D, therefore, preferably prevents the energy storage medium from becoming depleted below a determined minimum level required to meet future demands.
By way of further example, the system reflected in FIGS. 7A-D is premised on a Off Highway Vehicle having a primary energy source that has a “prime mover limit” of 4,000 h.p. Such a limit could exist for various factors. For example, the maximum rated output could be 4,000 h.p., or operating efficiency considerations may counsel against operating the primary power source above 4,000 h.p. It should be understood, however, that the system and figures are intended to reflect an exemplary embodiment only, and are presented herein to facilitate a detailed explanation of aspects of an energy management system suitable for use with off highway hybrid energy vehicles such as, for example, the Off Highway Vehicle system illustrated in
Referring now to
One way for the energy management system to accomplish this is to look ahead (periodically or continuously) to the upcoming travel path/course profile (e.g., incline/decline, length of incline/decline, and the like) for a given time period (also referred to as a look-ahead window). In the example illustrated in FIGS. 7A-D, the energy management system looks ahead 200 minutes and then computes energy needs/requirements backwards. The system determines that, for a brief period beginning at 180 minutes, the primary energy source would require more energy than the limit.
Comparing FIGS. 6A-D with FIGS. 7A-D, it is apparent how the systems respectively depicted therein differ. Although the required power is the same in both examples (see
It should be understood and appreciated that the energy available in the energy storage medium could be used to supplement driving traction motors associated with the prime mover, or could also be used to drive separate traction motors (e.g., on a load vehicle). With the benefit of the present disclosure, an energy management system accommodating a variety of configurations is possible.
FIGS. 8A-E reflect pertinent aspects of another embodiment of an energy management system suitable for use in connection with Off Highway Vehicle energy vehicles. The system reflected in FIGS. 8A-E includes a capability to store energy from both dynamic braking and from the prime mover or another charging power source. For example, a given power source may operate most efficiently at a given power setting (e.g., 4,000 h.p.). Thus, it may be more efficient to operate the power source at 4,000 h.p. at certain times, even when actual motoring demand falls below that level. In such cases, the excess energy can be transferred to an energy storage medium.
Thus, comparing FIGS. 8A-D with FIGS. 6A-D and 7A-D, the differences between the systems respectively depicted therein are apparent. Referring specifically to
At approximately 180 minutes, power demands will exceed 4,000 h.p. Thus, shortly before that time (while motoring demand is less than 4,000 h.p.), the primary energy source can be operated at 4,000 h.p., with the excess energy used to charge the energy storage medium to ensure sufficient energy is available to meet the demand at 180 minutes. Thus, unlike the systems reflected in
Although FIGS. 6A-D, 7A-D, and 8A-E have been separately described, it should be understood that the systems reflected therein could be embodied in a single energy management system. Further, the look-ahead energy storage and transfer capability described above could be accomplished dynamically or in advance. For example, in one form, an energy management processor (see
It should further be understood that the energy management system and methods described herein may be put into practice with a variety of vehicle configurations. The energy management systems and methods described herein may be employed as part of an Off Highway Vehicle in which the energy storage medium is included as part of the vehicle itself. In other embodiments, such systems and methods could be practiced with a Off Highway Vehicle having a separate load vehicle configured to house an external energy capture and storage medium. As another example, the energy management systems and methods herein described could be employed with a Off Highway Vehicle having a separate load vehicle that employs its own traction motors. Other possible embodiments and combinations should be appreciated from the present disclosure and need not be recited in additional detail herein.
It should be appreciated that more than one type of energy storage element may be employed in addition to battery storage 902. For example, an optional flywheel storage element 906 can also be connected in parallel with battery storage 902. The flywheel storage 906 shown in
In operation, the energy storage elements (e.g., battery storage 902 and/or any optional energy storage elements such as flywheel 906) are charged directly during dynamic braking operations. Recall that, during dynamic braking, one or more of the traction motor subsystems (e.g., 124A-124B) operate as generators and supply dynamic braking electric power that is carried on DC bus 122. Thus, all or a portion of the dynamic braking electric power carried on DC bus 122 may be stored in the energy storage element because the power available on the bus exceeds demand. When the power source is motoring, the battery (and any other optional storage element) is permitted to discharge and provide energy to DC bus 122 that can be used to assist in driving the traction motors. This energy provided by the storage element may be referred to as secondary electric power. Advantageously, because the auxiliaries are also driven by the same bus in this configuration, the ability to take power directly from DC bus 122 (or put power back into bus 122) is provided. This helps to minimize the number of power conversion stages and associated inefficiencies due to conversion losses. It also reduces costs and complexities.
In an alternative embodiment, a fuel cell provides all or a portion of the primary power. In this embodiment, the energy storage device may include an electrolysis or similar fuel cell energy source generation. As one example, the energy generated during dynamic braking powers electrolysis to create hydrogen from water, one water source being the waster water created by the fuel cell during prime energy generation. The generated hydrogen is stored and is used as a fuel for the primary power source, the fuel cell.
It should be appreciated that the braking grids may still be used to dissipate all or a portion of the dynamic braking electric power generated during dynamic braking operations. For example, an energy management system is preferably used in connection with the system illustrated in
Those skilled in the art should appreciate that certain circumstances preclude the operation of a diesel engine or fuel cell operating as the primary energy source when the Off Highway Vehicle needs to be moved. For example, the engine or fuel cell may not be operable. As another example, various rules and concerns may prevent the operation of a diesel engine inside buildings, yards, maintenance facilities, mines or tunnels. In such situations, the Off Highway Vehicle may be moved using a fuel cell or stored secondary power. Advantageously, various hybrid energy Off Highway Vehicle configurations disclosed herein permit the use of stored power for battery jog operations directly. For example, the battery storage 902 of
In the configuration of
In operation, the electric power carried on DC bus 122 is provided at a first power level (e.g., a first voltage level). The dc-to-dc converter 910 is electrically coupled to DC bus 122. The dc-to-dc converter 910 receives the electric power at the first power level and converts it to a second power level (e.g., a second voltage level). In this way, the electric power stored in battery storage 902 is supplied at the second power level. It should be appreciated that the voltage level on DC bus 122 and the voltage supplied to battery storage 902 via dc-to-dc converter 910 may also be at the same power level. The provision of dc-to-dc converter 910, however, accommodates variations between these respective power levels.
There are auxiliary power loads 524 on the vehicle 200 which may generate power under certain conditions and thus operate as auxiliary power generators. For example, when the speed of a blower or fan is increased power is consumed from the DC bus 122, but conversely when the speed of a blower or fan is decreased power is regenerated and returned to the bus. Similarly, when wind or the speed of the vehicle 200 drives the fan a speed higher than its commanded speed, power is regenerated and returned to the bus 122. Further if electric turbochargers are used on the vehicle 200, electric power drives the turbocharger at low engine speeds, but engine exhaust drives the turbocharger at high engine speeds, thereby producing electrical power returned to the bus. In each of these examples, the power returned to the bus by the auxiliary power loads 524 is available for storage or to drive the traction motors 108 or other auxiliary equipment that is then consuming power.
Auxiliary power generation equipment (also known as an auxiliary power unit or APU) of the type described in U.S. Pat. No. 6,470,844 may also be provided to power the auxiliary equipment when the primary power generation equipment is not in operation. Typically, such auxiliary power generation equipment takes the form of a relatively small engine-generator set and allows the primary power generation equipment to remain inactive during periods of time in which only light power loads, such as only auxiliary power loads, are imposed on the power system. The auxiliary power generation equipment may be operated at high speeds and thus at near its maximum performance point during such periods of light load, whereas the primary power generation equipment would be operate at relatively slow speeds, which is fuel inefficient.
To maximize fuel efficiency, it is known in the prior art to shut down the primary power generation equipment rather than to run the engine at idle. Batteries on the prior art vehicle (and/or the above-noted APU, if installed on the vehicle) provide power to the auxiliary equipment on the vehicle 200 such as operator cab heating and cooling, lights, communications and control, during periods of shut-down. However the batteries on the prior art vehicle are of relatively small power storage capacity and thus the primary power generation equipment must be started relatively frequently (such as every few hours), whenever the battery charge is low. Similarly, the prior art batteries lack the power storage capacity to power the air compressors for increasing the air pressure when air brake pressure drops or to warm the engine water temperature if it drops close to freezing. In these instances the primary power generation equipment must be started again. In contrast, with the hybrid power system of the instant inventions, the power storage system is of significantly greater capacity so that auxiliary equipment may be operated for prolonged periods of time. The power storage devices also have the capacity to power the air compressors and even to warm the engine so that engine start up can be avoided for extended periods of time. Thus the shut down periods can be extended from hours in the prior art systems to days in the hybrid power system of the instant inventions for increased fuel savings, reduced wear on the engine, reduced engine emissions and reduced noise generation in populated areas.
In certain embodiments, power transfer between energy storage devices is facilitated. The configuration of
The configuration illustrated in
Typically, the primary energy source has extra capability (e.g., power capacity) available in the majority of operating conditions. Such extra capability may be due to lower actual ambient conditions, as compared with the design criteria. For example, some Off Highway Vehicles are designed to operate in ambient temperatures of up to 60 degrees Celsius, which is well above typical operating conditions. Considerations other than thermal conditions may also result in extra capacity during significant operating periods. In a typical Off Highway Vehicle, for instance, the use of all of the traction motors may only be required for low speed and when the Off Highway Vehicle operates in an adhesion limited situation (poor tractive conditions). In such case, the weight on the driven wheels 109 determines the pulling power/tractive effort. Hence, all available wheel/motors need to be driven to obtain maximum tractive effort. This can be especially true if the Off Highway Vehicle is heavily loaded during poor tractive conditions (snow, mud, or wet). Such conditions may normally be present for only a fraction of the operating time. During the majority of the operating time, all of the traction motors/inverters are not fully utilized to supply tractive effort. Thus, for example, when retrofitting an existing prior art Off Highway Vehicle, or manufacturing a new Off Highway Vehicle, it is possible to take advantage of this partial underutilization of the traction motors/inverters.
By way of a specific example, the embodiment of
The transfer switch 1104 preferably comprises a three-phase set of contactors or a set of motorized contacts (e.g., bus bars) that connect inverter 106B to traction motor 1108B when all of the wheels 109A and 109B are needed, and connects inverter 106B to inductors 1110 and battery 1102 when battery charging or discharging is desired. Thus, transfer switch 1104 has a first connection state and a second connection state. In the first connection state, transfer switch 1104 connects inverter 106B to traction motor 1108B. In the second connection state, transfer switch connects inverter 106B to battery 1102.
Transfer switch 1104 is preferably controlled by a switch controller 1120. In one form, the switch controller 1120 is a manual operator-controlled switch that places transfer switch 1104 into the first or the second connection state. In another form, the switch controller reflects control logic that controls the connection state of transfer switch 1104 in accordance with one operating scheme. Table I (below) is indicative of one such operating scheme. Other schemes are possible.
Although
The configuration of
The general operation of the configuration of
When the second wheel 109B is not needed, switch controller 1120 preferably places transfer switch 1104 in the second connection state-battery 1102 is connected to inverter 106B. If, at this time, the other traction motor (e.g., traction motor 108A) is operating in a dynamic braking mode, electrical energy is generated and carried on DC traction bus 122, as described in greater detail elsewhere herein. Inverter 106B transfers a portion of this dynamic braking electrical energy to battery 1102 for storage. If, on the other hand, the other traction motor is operating in a motoring mode, inverter 106B preferably transfers any electrical energy stored in battery 1102 onto DC traction bus 122 to supplement the primary electric power supplied by prime mover power source 104. Such electrical energy transferred from battery 1102 to DC traction bus 122 may be referred to as secondary electric power. In one embodiment, inverter 106B comprises a chopper circuit for controlling the provision of secondary electric power to DC traction bus 122 from battery 1102.
It should be understood, however, that battery 1102 can also be charged when the other traction motors are not operating in a dynamic braking mode. For example, the battery can be charged when transfer switch 1104 is in the second connection state (battery 1102 is connected to inverter 106B) and the other traction motors are motoring or idling if the amount of power drawn by the other traction motors is less than the amount of primary electric power carried on DC traction bus 122.
Advantageously, battery 1102 can also be charged using charging electric power from optional energy source 1130. As illustrated in
In summary, in the embodiment of
While
Although the foregoing descriptions have often referred to AC Off Highway Vehicle systems to describe several pertinent aspects of the disclosure, the invention should not be interpreted as being limited to such Off Highway Vehicle systems. For example, aspects of the present disclosure may be employed with diesel-electric, fuel cell, “all electric,” third-rail, trolley or overhead powered Off Highway Vehicles. Further, aspects of the hybrid energy Off Highway Vehicle systems and methods described herein can be used with Off Highway Vehicles using a DC generator rather than an AC alternator and combinations thereof. Also, the hybrid energy Off Highway Vehicle systems and methods described herein are not limited to use with AC traction motors. As explained elsewhere herein, the energy management system disclosed herein may be used in connection with locomotives, mine trucks, large excavators, etc. In addition, the primary power generation equipment may include not only diesel engine generators and fuel cells, but also turbine generators, which run at relatively high speeds of rotation and have a high power to weight and size ratio. The turbines may be powered by liquid fuel or gas in either a gaseous or liquefied form.
The fuel cells may be of any suitable cell construction or chemistry, including phosphoric acid, proton exchange membrane or solid polymer fuel cell, molten carbonate, solid oxide, alkaline, direct methanol, regenerative, zinc air, and/or protonic ceramic. As noted above, the fuel cell may be used for the generation of electrical power, the storage of energy or both generation and storage. Further the fuel cell may be the primary power generation and/or storage device, used in combination with diesel engines, turbines or APU's for power generation or used in combination with batteries, ultra-capacitors or flywheels for power storage.
As noted in the Field of Invention section, the hybrid systems of the instant inventions are adapted for use on various off-highway vehicles, including so-called road locomotives, and large mining dump trucks capable of moving large loads. Road locomotives have engines that supply 4000-6000 hp and move trains carrying loads (including the weight of the railcars) of up to 40,000 to 60,000 tons. Mining dump trucks have engines providing 1500 hp or more, and carry loads (including the weight of the truck itself) of up to 1500 tons.
Road locomotives, as noted above, have engine power generation capability in the range of 4000-6000 HP. The power regeneraton capability of the traction motors for such locomotives is in the range of 4000-8000 HP, and the electric energy capture system has a storage capacity of 750-5000 HPHR. Thus the charging time (or charging ratio) of the capture system is approximately 0.1 hour to 1 hour with the use of only engine generated power, somewhat less than that with the use of traction motor regeneration power, and approximately half of that, if both the engine generation and traction motor regeneration power are used. The size of the electrical energy capture system relative to the available space on the locomotive is a limiting factor on the capacity of the energy capture system that can be used.
Road switcher vehicles have engine power generation capability in the range of 1000-4000 HP. The power regeneraton capability of the traction motors for such vehicles is in the range of 1000-5000 HP, and the electric energy capture system has a storage capacity of 500-1500 HPHR. Thus the charging time (or charging ratio) of the capture system is approximately 0.1 hour to 1.5 hours with the use of only engine generated power, somewhat less than that with the use of traction motor regeneration power, and approximately half of that, if both the engine generation and traction motor regeneration power are used.
Yard switcher vehicles have engine power generation capability of approximately 1000 HP and power regeneration capability of its traction motors also of approximately 1000 HP. The electric energy capture system of such vehicles has a storage capacity of 250-1000 HPHR. Thus the charging time (or charging ratio) of the capture system is approximately 0.25 hour to 1 hour, with the use of only engine generated power, the same ratio with the use of traction motor regeneration power, and approximately half of that, if both the engine generation and traction motor regeneration power are used.
Yard switcher vehicles using an auxiliary power unit (APU) of the type described above have engine power generation capability in the range of 250-500 HP. The power regeneration capability of the traction motors for such vehicles is in the range of 1000-2000 HP, and the electric energy capture system has a storage capacity of 250-1000 HPHR. Thus the charging time (or charging ratio) of the capture system is approximately 0.5 hour to 4 hours, with the use of only engine generated power, approximately 0.1 to 1 hour with the use of traction motor regeneration power, and somewhat less than that, if both the engine generation and traction motor regeneration power are used.
Passenger locomotives, as noted above, have engine power generation capability in the range of 2000-4000 HP. The power regeneration capability of the traction motors for such locomotives is in the range of 2000-5000 HP, and the electric energy capture system has a storage capacity of 50-200 HPHR. Thus the charging time (or charging ratio) of the capture system is approximately 0.01 hour to 0.1 hour, with the use of only engine generated power, somewhat less than that with the use of traction motor regeneration power, and approximately half of that, if both the engine generation and traction motor regeneration power are used. Thus the preferred charging ratio for hybrid vehicles of the current inventions with traction motor power regeneration is less than 4. The capacity of the various electric energy capture systems of these various hybrid vehicles is effective to enable optimization of the performance parameters of the vehicles.
The capacity of the energy storage devices enable a corresponding period of operation of the vehicle, without the operation of the primary power generation equipment, such as for limp home operation upon the loss of the primary power generation equipment. As described above the electrical energy storage devices enable prolonged periods of vehicle standby operation when only the vehicle auxiliary equipment needs to be powered as well as the operation of air compressors, and the operation of engine heating devices in cold weather
It should be appreciated that the principles of the instant inventions may apply to any suitable computer equipment, such as other mainframes, minicomputers, microprocessors, microcontrollers, network servers, supercomputers, personal computers, or workstations, as well as other electronics applications. Therefore, while the specification herein focuses on particular applications, it should be understood that the instant inventions are not limited to the particular hardware designs, software designs, and communications protocols disclosed herein. The inventions can also be embodied, in part, as computer readable code on a computer readable medium. The computer readable medium is any data storage device that can store data, which thereafter can be read by a computer system. Examples of computer readable medium include read-only memory, random-access memory, CD-ROMs, DVDs, magnetic tape, optical data storage devices. The computer readable medium can also be distributed over network coupled computer systems so that the computer readable code is stored and executed in a distributed fashion.
Based on the foregoing specification, the inventions may be implemented using computer programming or engineering techniques including computer software, firmware, hardware or any combination or subset thereof. Any such resulting program, having computer-readable code means, may be embodied or provided within one or more computer-readable media, thereby making a computer program product, i.e., an article of manufacture, according to the invention. The computer readable media may be, for example, a fixed (hard) drive, diskette, optical disk, magnetic tape, semiconductor memory such as read-only memory (ROM), etc., or any transmitting/receiving medium such as the Internet or other communication network or link. The article of manufacture containing the computer code may be made and/or used by executing the code directly from one medium, by copying the code from one medium to another medium, or by transmitting the code over a network.
An apparatus for making, using or selling the inventions may be one or more processing systems including, but not limited to, a central processing unit (CPU), memory, storage devices, communication links and devices, servers, 1/O devices, or any sub-components of one or more processing systems, including software, firmware, hardware or any combination or subset thereof, which embody the invention as set forth in the claims.
User input may be received from the keyboard, mouse, pen, voice, touch screen, or any other means by which a human can input data to a computer, including through other programs such as application programs.
One skilled in the art of computer science will be able to combine the software created as described with appropriate general purpose or special purpose computer hardware to create a computer system or computer sub-system embodying the method of the invention.
It should be understood that the examples and embodiments described herein are for illustrative purposes only and that various modifications or changes in light thereof will be suggested to persons skilled in the art and are to be included within the spirit and purview of this application and the scope of the appended claims.
As can now be appreciated, the hybrid energy systems and methods herein described provide substantial advantages over the prior art. Such advantages include improved performance parameter such as fuel efficiency, increased fuel range, and reduced emissions such as transient smoke. Other advantages include improved speed by the provision of an on-demand source of power for a horsepower burst. Significantly, the hybrid energy Off Highway Vehicle system herein described may also be adapted for use with existing Off Highway Vehicle systems.
When introducing elements of the invention or embodiments thereof, the articles “a”, “an”, “the”, and “said” are intended to mean that there are one or more of the elements. The terms “comprising”, “including”, and “having” are intended to be inclusive and mean that there may be additional elements other than the listed elements.
In view of the above, it will be seen that several aspects of the invention are achieved and other advantageous results attained.
As various changes could be made in the above exemplary constructions and methods without departing from the scope of the invention, it is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense. It is further to be understood that the steps described herein are not to be construed as necessarily requiring their performance in the particular order discussed or illustrated. It is also to be understood that additional or alternative steps may be employed.
Claims
1. A hybrid energy, electro-motive, self-powered railroad train moving along a generally predetermined travel path, the train comprising:
- at least one railway vehicle supported on a plurality of wheels for engaging railroad rails;
- a vehicle propulsion system mechanically coupled to at least one of the wheels of the railway vehicle;
- a primary electric power generator carried on the railroad train for generating primary electrical power to be supplied to the vehicle propulsion system, said vehicle propulsion system having a motoring mode in which the propulsion system is responsive to electric power supplied to the propulsion system for generating mechanical energy that is applied to said wheel for propelling the railroad train, and said vehicle propulsion system further having a dynamic braking mode in which the propulsion system is responsive to mechanical energy from said wheel during dynamic braking operations of the railroad train for generating dynamic braking electrical power;
- an electrical energy capture system carried on the railroad train for storing electrical power generated on the train and for discharging the stored electrical power for use on the train, including selectively using the stored electrical power to propel the railroad train;
- a power bus for electrically connecting the primary electric power generator, the vehicle propulsion system and the electrical energy capture system;
- a dynamic braking resistance grid circuit electrically connected to the power bus for dissipating excess electrical power on the railroad train;
- an energy management system comprising
- an energy management processor in electrical connection with the primary power source, the vehicle propulsion system, the electrical energy capture system and the dynamic barking resistance grid circuit;
- a database communicatively connected to the energy management processor storing data indicative of anticipated future train operations, data indicative of physical characteristics of the vehicle, and data indicative of present train operations; and
- said energy management processor controlling transmission of electrical power among the primary electric power generator, the vehicle propulsion system, the electric energy capture system and the dynamic braking grid circuit in response to the data indicative of anticipated future train operations, the data indicative of physical characteristics of the vehicle and the data indicative of present train operations so as to enhance a performance parameter of the train over its future anticipated travel path.
2. The train of claim 1, wherein the train performance parameter comprises fuel consumption of the train.
3. The train of claim 1, wherein the travel path includes periods of train standby operation in which the train is not in motion and the train performance parameter comprises fuel consumption of the train including for train standby operation.
4. The train of claim 1, wherein the train performance parameter comprises rates of engine emission of the train.
5. The train of claim 1 wherein the train performance parameter comprises the overall engine emission of the train over the travel path.
6. The train of claim 1, wherein the train performance parameter comprises the overall power consumption of the train over the travel path.
7. The train of claim 1, wherein the train performance parameter comprises noise emissions.
8. The train of claim 7, wherein the noise emissions comprises engine operating noise emissions.
9. The train of claim 7, wherein the noise emissions comprises noise generated by cooling fans for the dynamic braking grid circuits.
10. The train of claim 1, wherein the data indicative of anticipated future train operations includes one or more of the following:
- a topography along the travel path;
- curvature along travel path;
- a speed limit on the travel path;
- a stand-by operation;
- elevation of travel path of the train; and
- and train acceleration requirements.
11. The train of claim 1, wherein data indicative of physical characteristics of the train includes one or more of the following:
- a weight of the train;
- power capacity of the train;
- maximum speed of the train;
- charging rate of the electrical energy capture system;
- discharge rate of the electrical energy capture system;
- a number of cars in train; and
- a length of the train.
12. The train of claim 1, wherein the data indicative of present train operations includes one or more of the following:
- weather conditions along the travel path of the train;
- wind resistance on the train;
- location of the train;
- speed of the train;
- present energy needs; and
- energy storage status of the electrical energy capture system.
13. The train of claim 12 further including a sensor for sensing a present train operations condition, wherein the database is electrically connected to the sensor for receiving signals indicative of the sensed current operating condition of the train.
14. The train of claim 1, wherein the energy management processor retrieves the data stored in the database to identify an anticipated future power load on the train and a power generation requirement of the train as a function of the anticipated future train operations data, physical characteristics train data, and the present train operation data, for optimizing the train performance parameter, and wherein the energy management processor controls transmission of the electric power as a function of the identified future power load and/or a power requirement of the train.
15. The train of claim 14, wherein the anticipated future power load comprises an electric power load imposed by one or more electrical devices selected from the group comprising the propulsion system during motoring of the train, the electrical energy capture system during energy storage, an auxiliary power load on the train and a load external to the train.
16. The train of claim 14, wherein the power generation requirement comprises electrical power generated by one or more electrical devices selected from the group comprising the primary electric power generator, an auxiliary electric power generator, an external power source, the propulsion system during braking of the train, and the electrical energy capture system during energy discharge.
17. The train of claim 15, wherein the auxiliary power load comprises one or more of the loads selected from the group comprising power loads for an operator cab, an air compressor, a dynamic braking grid cooling fan, an electric turbocharger and an engine heater device.
18. The train of claim 16, wherein the power generation requirement comprises electrical power generated by one or more electrical devices selected from the group comprising the primary electric power generator, an auxiliary electric power generator, an external power source, the propulsion system during braking of the train, and the electrical energy capture system during energy discharge.
19. The train of claim 16, wherein the auxiliary electric power generator comprises one or more of the pieces of equipment selected from the group comprising a dynamic braking grid cooling fan, and an electric turbocharger.
20. The train of claim 1, wherein the energy management system is responsive to a train location determination device and a track map of the anticipated travel path to optimize the performance parameter of the train over its future anticipated travel path.
21. The train of claim 20, wherein the database stores data indicative of energy storage and discharge activities based on train location and the anticipated travel path.
22. The train of claim 1, wherein the energy management processor includes a first processor module for identifying energy storage and discharge activities of the electrical energy capture wherein said first processor module is responsive to the data indicative of anticipated future train operations, the data indicative of physical characteristics of the vehicle, and the data indicative of present train operations to identify anticipated future power loads and power generation requirements for optimizing the performance parameter over the travel path, and a second processor module on the train for controlling transmission of electrical power among the primary electric power generator, the vehicle propulsion system, the electric energy capture system, and the dynamic braking grid circuit during the operation of the railroad train to achieve the optimized train performance parameter.
23. The train of claim 22, wherein the first processing module is located off-board of the train.
24. The train of claim 22, wherein the first processor module is located on the train.
25. The train of claim 22, wherein the first processor module communicates directly to the second processing module.
26. The train of claim 22, wherein the first processor module generates signals that are communicated to a train operator, with the train operator issuing commands to the second processor module based on said signals.
27. The train of claim 1 further comprising an auxiliary electric power generator carried on the train and connected to the power bus, with the energy management processor further controlling the transmission of electrical power from the auxiliary electric power generator to the bus.
28. The train of claim 27, wherein the auxiliary electric power generator is an engine-generator set.
29. The train of claim 27, wherein the auxiliary electric power generator is an electrically powered fan that is subject to the application of mechanical force tending to operate the fan at speeds greater than its commanded speed of operation and generating electrical power when the fan operating speed greater than its commanded speed of operation.
30. The train of claim 14, wherein the auxiliary electric power generator is an electrically powered turbocharger that is subject to the application of mechanical force tending to operate the turbocharger at speeds greater than its commanded speed of operation and generating electrical power when it does.
31. The train of claim 1 further comprising an electrical power transmission interface connected to a source of electrical power external to the train for selectively providing electrical power to the train, and wherein the energy management processor is responsive to the data indicative of anticipated future train operations, the data indicative of physical characteristics of the vehicle and the data indicative of present train operations to identify the storage and discharge activities of the electrical energy capture system based in part on the power transmitted to the train from the source of electrical power external to the train.
32. The train of claim 1 further comprising an auxiliary electrical power load to be operated during periods of train standby operations when the train is manned and available for service, but not under its own propulsive effort.
33. The train of claim 32, wherein the energy management processor is responsive to the data indicative of anticipated future train operations, the data indicative of physical characteristics of the vehicle, and the data indicative of present train operations to identify the energy storage and discharge activities of the electrical energy power capture system for powering the auxiliary electrical power load during the train standby periods.
34. The train of claim 32, wherein the auxiliary electrical power load comprises utilities for an operator cab, and train operational control equipment.
35. The train of claim 32 wherein the auxiliary electrical power load further comprises an air compressor.
36. The train of claim 32, wherein the auxiliary electrical power load further comprises an engine heater device.
37. The train of claim 1, wherein the train has a power transmission interface for providing electrical power to electrical systems external to the train at a point along the travel path of the train, and wherein the energy management processor is responsive to the data indicative of anticipated future train operations, the data indicative of physical characteristics of the vehicle and the data indicative of present train operations to identify the energy storage and discharge activities of the electrical energy capture system for powering the external electrical system.
38. The train of claim 37, wherein the power transmission interface is to another train.
39. The train of claim 38, wherein the power transmission interface is to an external electric power grid.
40. A hybrid energy, electromotive, self-powered off-highway load vehicle moving along a generally predetermined travel path, the vehicle comprising:
- a plurality of wheels for supporting and propelling the off-highway load vehicle (OHV);
- a vehicle propulsion system mechanically coupled to at least one of the wheels of the OHV;
- a primary electric power generator carried on the OHV for generating primary electrical power to be supplied to the vehicle propulsion system, said vehicle propulsion system having a motoring mode in which the propulsion system is responsive to electric power supplied to the propulsion system for generating mechanical energy that is applied to said wheel for propelling the OHV, and said vehicle propulsion system further having a dynamic braking mode in which the propulsion system is responsive to mechanical energy from said wheel during dynamic braking operations of the OHV for generating dynamic braking electrical power;
- an electrical energy capture system carried on the OHV for storing electrical power generated on the OHV and for discharging the stored electrical power for use on the OHV, including selectively using the stored electrical power to propel the OHV;
- a power bus for electrically connecting the primary electric power generator, the vehicle propulsion system and the electrical energy capture system;
- a dynamic braking resistance grid circuit electrically connected to the power bus for dissipating excess electrical power on the OHV; and
- an energy management system comprising: an energy management processor in electrical connection with the primary power source, the vehicle propulsion system, the electrical energy capture system and the dynamic barking resistance grid circuit; a database communicatively connected to the energy management processor storing data indicative of anticipated future OHV operations, data indicative of physical characteristics of the vehicle, and data indicative of present OHV operations; and said energy management processor controlling transmission of electrical power among the primary electric power generator, the vehicle propulsion system, the electric energy capture system and the dynamic braking grid circuit in response to the data indicative of anticipated future OHV operations, the data indicative of physical characteristics of the OHV and the data indicative of present OHV operations so as to enhance a performance parameter of the OHV over its future anticipated travel path.
41. The OHV of claim 40 herein the travel path includes periods of OHV standby operation in which the OHV is not in motion and the OHV performance parameter comprises fuel consumption of the OHV including for OHV standby operation.
42. The OHV of claim 40, wherein the OHV performance parameter comprises one or more of the following:
- an engine emission rate of the OHV;
- a fuel consumption rate of the OHV;
- overall engine emissions of the OHV over the travel path;
- overall power consumption of the OHV over the travel path; and
- noise emissions of the OHV.
43. The OHV of claim 40, wherein the data indicative of anticipated future OHV operations includes one or more of the following:
- a topography along the travel path;
- curvature along travel path;
- a speed limit on the travel path;
- a stand-by operation;
- elevation of travel path of the OHV; and
- and OHV acceleration requirements.
44. The OHV of claim 40, wherein data indicative of physical characteristics of the OHV includes one or more of the following:
- a weight of the OHV;
- power capacity of the OHV;
- maximum speed of the OHV;
- charging rate of the electrical energy capture system;
- discharge rate of the electrical energy capture system;
- a number of cars in OHV; and
- a length of the OHV.
45. The OHV of claim 40, wherein the data indicative of present OHV operations includes one or more of the following:
- weather conditions along the travel path of the OHV;
- wind resistance on the OHV;
- location of the OHV;
- speed of the OHV;
- present energy needs of the OHV; and
- energy storage status of the electrical energy capture system.
46. The OHV of claim 40, wherein the energy management processor is responsive to the data stored in the database to identify an anticipated future power load on the OHV and a power generation requirement of the OHV as a function of the anticipated future train operations data, physical characteristics train data, and the present train operation data, for optimizing the train performance parameter, and wherein the energy management processor controls transmission of the electric power as a function of the identified future power load and/or a power requirement of the OHV.
47. The OHV of claim 46, wherein the power generation comprises electrical power generated by one or more electrical devices selected from the group comprising the primary electric power generator, an auxiliary electric power generator, an external power source, the propulsion system during braking of the OHV, and the electrical energy capture system during energy discharge.
48. The OHV of claim 40, wherein the energy management system comprises an OHV location determination device and a track map of the anticipated travel path to optimize the performance parameter of the OHV over its future anticipated travel path.
49. The OHV of claim 48, wherein the database stores data indicative of energy storage and discharge activities based on the OHV location and the anticipated travel path.
50. The OHV of claim 40, wherein the energy management processor includes a first processor module for identifying energy storage and discharge activities of the electrical energy capture, wherein said first processor module retrieves the anticipated future OHV operations data, the physical characteristics data, and present OHV operations data to identify anticipated future power loads and power generation requirements for optimizing the performance parameter over the travel path, and a second processor module on the OHV for controlling transmission of electrical power among the primary electric power generator, the vehicle propulsion system, the electric energy capture system, and the dynamic braking grid circuit during the operation of the OHV to achieve the optimized OHV performance parameter.
51. The OHV of claim 50, wherein the first processing module is located off-board of the OHV.
52. The OHV of claim 50, wherein the first processor module is located on the OHV.
53. The OHV of claim 50, wherein the first processor module communicates directly to the second processing module.
54. The OHV of claim 50, wherein the first processor module generates control signals that are communicated to an OHV operator, with the OHV operator issuing commands to the second processor module based on said control signals.
55. A method for managing operation of a hybrid energy, electro-motive, self-powered railroad train moving along a generally predetermined travel path for optimizing a train performance parameter,
- with the train comprising:
- (1) at least one railway vehicle supported on a plurality of wheels for engaging railroad rail;
- (2) a vehicle propulsion system mechanically coupled to at least one of the wheels of the railway vehicle;
- (3) a primary electric power generator carried on the railroad train for generating primary electrical power to be supplied to the vehicle propulsion system, said vehicle propulsion system having a motoring mode in which the propulsion system is responsive to electric power supplied to the propulsion system for generating mechanical energy that is applied to said wheel for propelling the railroad train, and said vehicle propulsion system further having a dynamic braking mode in which the propulsion system is responsive to mechanical energy from said wheel during dynamic braking operations of the railroad train;
- (4) an electrical energy capture system carried on the railroad train for storing electrical power generated on the train and for discharging the stored electrical power for use on the train, including selectively using the stored electrical power to propel the railroad train;
- (5) a dynamic braking resistance grid circuit for dissipating excess electrical power generated on the railroad train; and
- (6) a power bus for electrically connecting the primary electric power generator, the vehicle propulsion system and the electrical energy capture system;
- the method comprising:
- storing information including information indicative of anticipated future train operations, physical characteristics of the vehicle, and present train operations; and
- identifying an anticipated future power loads and power generation requirement of the train as a function of the stored information for optimizing a performance parameter over the travel path; and
- providing control signals for meeting the optimized train performance parameter over the travel path; and
- controlling transmission of electrical power among the primary electric power generator, the vehicle propulsion system, the electric energy capture system, and the dynamic braking grid circuit during the operation of the railroad train according to control signal signals such as to enhance the performance parameter of the train over its future anticipated travel path
56. The method of claim 55, wherein an operator of the train performs said identifying the anticipated future power load.
57. The method of claim 55, wherein indicia of a current location of the train are presented to the operator of the train.
58. The method of claim 55, wherein the operator of the train performs said controlling the transmission of electrical power.
59. The method of claim 58, wherein the operator of the train controls the transmission of electrical power by commanding the operation of one or more devices electrically connected to the power bus.
60. The method of claim 55, wherein controlling the transmission of the electrical power among the primary electric power generator, the vehicle propulsion system, the electric energy capture system includes adjusting the rate at which electrical energy is discharged from the electrical energy capture system to the vehicle propulsion system such that the train enhances the performance parameter when traveling over its future anticipated travel path.
61. The method of claim 55, wherein controlling the transmission of the electrical power among the primary electric power generator, the vehicle propulsion system, the electric energy capture system includes adjusting the rate at which electrical energy is charged to the electrical energy capture system from the dynamic braking grid and/or primary electric generator to enhances the performance parameter of the train when traveling over its future anticipated travel path.
62. A computer readable medium having computer executable instructions for managing operation of a hybrid energy, electromotive, self-powered off-highway load vehicle moving along a generally predetermined travel path for optimizing performance parameter of the off-highway load vehicle, with the off-highway load vehicle comprising:
- (1) a plurality of wheels for supporting the hybrid energy, electromotive, self-powered off-highway load vehicle (OHV);
- (2) a vehicle propulsion system mechanically coupled to at least one of the wheels of the OHV;
- (3) a primary electric power generator carried on the OHV for generating primary electrical power supplied to the vehicle propulsion system; said vehicle propulsion system having a motoring mode in which the propulsion system is responsive to the electric power supplied to the propulsion system from the generator for generating mechanical energy that is applied to said wheels for propelling the OHV, and said vehicle propulsion system generating dynamic braking electrical power in a dynamic braking mode in which the propulsion system is responsive to mechanical energy from said wheel during dynamic braking operations of the OHV;
- (4) an electrical energy capture system carried on the OHV for selectively storing electrical power and for selectively discharging to the vehicle propulsion system the stored electrical power for propelling the OHV;
- (5) a dynamic braking resistance grid circuit for dissipating excess electrical power generated on the OHV; and
- (6) a power bus for electrically connecting the primary electric power generator, the vehicle propulsion system and the electrical energy capture system;
- the computer-readable medium comprising:
- storing instructions for storing power information indicative of anticipated future OHV operations, physical characteristics of the vehicle, and present OHV operations;
- identifying instructions for identifying an anticipated future power load on the OHV and a power generation requirement of the OHV as a function of the stored power information for optimizing a performance parameter over the travel path;
- generating instructions for generating control signals for meeting the optimized a OHV performance parameter over the travel path; and
- controlling instructions for controlling the transmission of electrical power among the primary electric power generator, the vehicle propulsion system, the electric energy capture system, and the dynamic braking grid circuit during the operation of the OHV according to generated control signals so as to enhance the performance parameter of the OHV over its future anticipated travel path.
63. The computer-readable medium of claim 62, wherein the controlling instructions control the transmission of electrical power in response to commands received from an operator to operate one or more devices electrically connected to the power bus.
64. The computer-readable medium of claim 62, wherein the controlling instructions control the transmission of the electrical power among the primary electric power generator, the vehicle propulsion system, the electric energy capture system by adjusting the rate at which electrical energy is discharged from the electrical energy capture system to the vehicle propulsion system such that the OHV enhances the performance parameter when traveling over its future anticipated travel path.
65. The computer-readable medium of claim 62, wherein controlling instructions control the transmission of the electrical power among the primary electric power generator, the vehicle propulsion system, the electric energy capture system by adjusting the rate at which electrical energy is charged to the electrical energy capture system from the dynamic braking grid and/or primary electric generator to enhances the performance parameter of the OHV when traveling over its future anticipated travel path.
66. The computer-readable medium of claim 62 wherein the OHV performance parameter comprises fuel consumption of the OHV.
67. The computer-readable medium of claim 62, wherein the travel path includes periods of OHV standby operation in which the OHV is not in motion and the OHV performance parameter comprises fuel consumption of the OHV including for OHV standby operation.
68. The computer-readable medium of claim 62, wherein the OHV performance parameter comprises rates of engine emission of the OHV.
69. The computer-readable medium of claim 62, wherein the OHV performance parameter comprises the overall engine emission of the OHV over the travel path.
70. The computer-readable medium of claim 62, wherein the OHV performance parameter comprises the level of power consumption of the OHV over the travel path.
71. The computer-readable medium of claim 62, wherein the OHV performance parameter comprises noise emissions.
72. The computer-readable medium of claim 71, wherein the noise emissions comprises engine operating noise emissions.
73. The computer-readable medium of claim 71, wherein the noise emissions comprises noise generated by cooling fans for the dynamic braking grid circuits.
74. The computer-readable medium of claim 62, wherein the data indicative of anticipated future OHV operations includes one or more of the following:
- a topography along the travel path;
- curvature along travel path;
- a speed limit on the travel path;
- a stand-by operation;
- elevation of travel path of the OHV; and
- and OHV acceleration requirements.
75. The computer-readable medium of claim 62, wherein data indicative of physical characteristics of the OHV includes one or more of the following:
- a weight of the OHV;
- power capacity of the OHV;
- maximum speed of the OHV;
- charging rate of electrical energy capture system;
- discharge rate electrical energy capture system;
- a number of cars in OHV; and
- a length of the OHV.
76. The computer-readable medium of claim 62, wherein the data indicative of present OHV operations includes one or more of the following:
- weather conditions along the travel path of the OHV; wind resistance on the OHV; location of the OHV; speed of the OHV; present energy needs; and energy storage status electrical energy capture system.
77. The computer-readable medium of claim 62, wherein the OHV is a mining dump trucks, or a railroad train.
Type: Application
Filed: Jul 13, 2005
Publication Date: Jan 12, 2006
Applicant: General Electric Company (Schenectady, NY)
Inventor: Ajith Kumar (Erie, PA)
Application Number: 11/180,345
International Classification: B61D 17/00 (20060101);