Abstract: A power conversion unit is unitized by accommodating an inverter, converter, and control equipment etc in a box-shaped enclosure having six faces. A storage battery unit is unitized by accommodating a storage battery and storage battery control equipment etc in a box-shaped enclosure having six faces. The driving control equipment of a driver's cab is accommodated in a box-shaped enclosure having six faces. A power generation unit is unitized by accommodating an engine, main generator and radiator etc in a box-shaped enclosure having six faces. The power conversion unit, storage battery unit, driver's cab and power generation unit are mounted on a car body under-frame.

Abstract: This invention provides a vehicle powered by a surface-mediated cell (SMC)-based power source, comprising a vehicle frame, at least a wheel supporting the frame or a propeller connected to the frame, a drive unit connected to the wheel or propeller, and a power source electrically connected to the drive unit, wherein the power source contains at least a surface-mediated cell. The vehicle can be a micro-EV (using the SMC for the stop-start function), HEV, plug-in HEV, all-electric vehicle, power-assisted bicycle, scooter, motorcycle, tricycle, automobile, wheelchair, fork lift, golf cart, specialty vehicle, bus, truck, train, rapid-transit vehicle, boat, or air vehicle. The ultra-high power density enables the SMC to provide pulsed power or increased current demands when the vehicle is accelerating or hill-climbing. The SMC also enables the power source to recuperate the braking energy when the vehicle decelerates, brakes, or simply moves down-hill.

Abstract: The present invention is directed to a remote control system for controlling a railway vehicle. The remote control system including a remote control device for transmitting signals to a first controller module. The first controller is mounted to the railway vehicle and controls and monitors the functions of the railway vehicle. The first controller module also relays information to the remote control device. The remote control system can also include a portable safety switch allowing any individual in proximity to the railway vehicle to send a stop signal to the first controller module to stop the railway vehicle if any unsafe conditions exist.

Abstract: According to one embodiment, a hybrid electric locomotive includes electric motors, a first engine and a second engine mounted in a vehicle main body for driving generators, a third engine mounted in the vehicle main body, having a smaller capacity than those of the first engine and the second engine, for driving a generator, at least one electric device mounted in the vehicle main body, and a storage battery which is connected to the first engine, the second engine, the third engine, and the electric device.

Abstract: There is disclosed a vehicle assistance system including an assistance vehicle provided with a power source; an assisted vehicle driven by power; and an electric cable which electrically connects the assistance vehicle to the assisted vehicle, wherein the power of the power source is supplied from the assistance vehicle to the assisted vehicle via the electric cable.

Abstract: A power distribution system for a rail vehicle includes a propulsion alternator, a first bus, a Head End Power (HEP) alternator, and a second bus. The propulsion alternator is joined to an engine of the rail vehicle. The first bus is joined with the propulsion alternator and is configured to electrically couple the propulsion alternator with a propulsion electric load that propels the rail vehicle. The HEP alternator is joined to the engine. The second bus is joined with the HEP alternator and is adapted to electrically couple the HEP alternator with a non-propulsion electric load of the rail vehicle. The propulsion alternator generates a first electric current to power the propulsion electric load and the HEP alternator separately generates second electric current to power the non-propulsion electric load. The HEP alternator and the second bus are electrically separate from the propulsion alternator and the first bus.

Abstract: The present invention relates to a container-based locomotive power source that can be readily interchanged.

Abstract: An energy storage car for a locomotive includes a hydraulic energy storage system designed to capture and reuse energy normally lost in dynamic braking. The energy storage car is preferably configured to provide functions sufficient to replace one of multiple locomotives used to pull a freight train. Braking and other methods for improved efficiency of such trains are provided.

Abstract: A hydraulic energy storage system (comprising a hydraulic pump/motor, a high pressure hydraulic accumulator, a low pressure hydraulic accumulator/reservoir, and interconnecting hydraulic lines) is incorporated into a EV, HEV, or PHEV to provide hydraulic regenerative braking and propulsive assistance for the vehicle. Implementation of the low cost and long-lasting hydraulic energy storage system in the vehicle, together with the electric energy storage system (comprising a motor/generator and battery pack) of the vehicle, allows significantly reduced demands and higher operating efficiencies for the battery pack, thereby facilitating a more cost-effective, efficient and/or durable overall energy storage system for the vehicle.

Abstract: To provide a diesel hybrid vehicle system that does not need to additionally include a simulated sound generator and that is capable of achieving reduction in size, weight and cost of a vehicle. Not only during running of a vehicle, but even when a diesel engine is stopped at the time of starting up the vehicle or during braking control of the vehicle and when an output of the diesel engine is reduced during coasting of the vehicle, a propeller fan of a radiator is forcibly driven to generate a wind sound caused by the propeller fan.

Abstract: The present invention is directed to a remote control system for controlling a railway vehicle. The remote control system including a remote control device for transmitting signals to a first controller module. The first controller is mounted to the railway vehicle and controls and monitors the functions of the railway vehicle. The first controller module also relays information to the remote control device. The remote control system can also include a portable safety switch allowing any individual in proximity to the railway vehicle to send a stop signal to the first controller module to stop the railway vehicle if any unsafe conditions exist.

Abstract: A rail vehicle system includes a locomotive and a plurality of load units (freight cars) attached to the locomotive for movement along a railroad track. The load units may be tanker cars, box cars, and/or flatbed cars. Each load unit includes a traction motor (connected to one or more wheels of the load unit), an electrical energy storage system onboard the load unit for providing electrical power to the load unit traction motor; and a load unit engine onboard the load unit that provides charging electric energy to the electrical energy storage system. (Alternatively or in addition, the electrical energy storage system may be charged through dynamic braking.) In a train formed of only the locomotive(s) and load units, all rail vehicles of the train, even freight cars, provide tractive effort.

Abstract: A ground tether circuit is provided for a power circuit that includes a power source, at least one load and at least one rectifier. The ground tether circuit includes an adjustable voltage converter connected to the rectifier. The adjustable voltage converter includes a positive power switch, a negative power switch, an inductor, a current sensing device and a controller.

Abstract: A locomotive includes an engine compartment having two sidewall structures and inboard and rear end structures defining an engine enclosure. A top hatch cover a top opening of the enclosure, which houses an engine. A removable cap being generally box-shaped extends across a portion of the top opening adjacent the top hatch and also across a portion of each of the two sidewall structures. An engine pit opening is exposed when removable cap is removed. The engine pit opening is sufficiently large to accommodate lifting the engine out of the enclosure. The engine pit opening is partially defined by two side edges extending parallel to the centerline along sidewall structures, each of the two side edges being disposed at a clearance height that is lower than an overall height of the engine compartment.

Abstract: Designs for a battery-powered, all-electric locomotive and related locomotive and train configurations are disclosed. In one embodiment, a locomotive may be driven by a plurality of traction motors powered exclusively by a battery assembly which preferably comprises rechargeable batteries or other energy storage devices. The locomotive carries no internal combustion engine on board and receives no power during operation from any power source external to the locomotive. A battery management system monitors and equalizes the batteries to maintain a desired state of charge (SOC) and depth of discharge (DOD) for each battery. A brake system may be configured to prioritize a regenerative braking mechanism over an air braking mechanism so that substantial brake energy can be recovered to recharge the battery assembly.

Abstract: Electrical power from a dynamic braking process in an off-highway vehicle is used to power an auxiliary system in the vehicle. The auxiliary system may be a urea storage container heating unit or a particulate filter regeneration heating unit. When dynamic braking electricity is unavailable, and to the extent the dynamic braking electricity is insufficient for powering the auxiliary system, electrical power from an energy device on board the vehicle is used to power the auxiliary system. The energy device may be an auxiliary energy storage device, devoted for use in powering the auxiliary system.

Abstract: A hydraulic energy storage system (comprising a hydraulic pump/motor, a high pressure hydraulic accumulator, a low pressure hydraulic accumulator/reservoir, and interconnecting hydraulic lines) is incorporated into a EV, HEV, or PHEV to provide hydraulic regenerative braking and propulsive assistance for the vehicle. Implementation of the low cost and long-lasting hydraulic energy storage system in the vehicle, together with the electric energy storage system (comprising a motor/generator and battery pack) of the vehicle, allows significantly reduced demands and higher operating efficiencies for the battery pack, thereby facilitating a more cost-effective, efficient and/or durable overall energy storage system for the vehicle.

Abstract: The present invention is directed to a remote control system for controlling a railway vehicle. The remote control system including a remote control device for transmitting signals to a first controller module. The first controller is mounted to the railway vehicle and controls and monitors the functions of the railway vehicle. The first controller module also relays information to the remote control device. The remote control system can also include a portable safety switch allowing any individual in proximity to the railway vehicle to send a stop signal to the first controller module to stop the railway vehicle if any unsafe conditions exist.

Abstract: The present invention is directed to a remote control system for controlling a railway vehicle. The remote control system including a remote control device provided with haptic technology for transmitting signals to a first controller module. The first controller is mounted to the railway vehicle and controls and monitors the functions of the railway vehicle. The first controller module also relays information to the remote control device. The remote control system can also include a portable safety switch allowing any individual in proximity to the railway vehicle to send a stop signal to the first controller module to stop the railway vehicle if any unsafe conditions exist.

Abstract: A power module enclosure for a machine is disclosed. The power module enclosure may have a first frame with a first side removably attached to a base platform of the machine at an engine location, a second side removable attached to the base platform opposite the first side, and a third side disposed between and fixedly connected to the first and second sides along a length direction of the first and second sides. The power module enclosure may also have a plurality of doors pivotally connected to at least one of the first and second sides to close off the at least one of the first and second sides, and an aftertreatment module connected to the third side to close off the third side.

Abstract: A system for supplying electric power for running electric trains has an electric motor which drives a train engine, an electrical generator connectable with at least one wheel of at least one wheel pair of a train and generating electricity, at least one electrical capacitor storing and discharging electricity, and means for connecting the electric motor, the electrical generator and the electrical capacitor so that the electrical generator in response to rotation of the at least one wheel generates electric current and supplies it to the electric motor which drives the train engine and to the electrical capacitor which stores electricity, and when electric current from the electrical generator to the electric motor diminishes or disappears, the electric capacitor supplies accumulated electric current to the electric motor.

Abstract: Designs for a battery-powered, all-electric locomotive and related locomotive and train configurations are disclosed. In one embodiment, a locomotive may be driven by a plurality of traction motors powered exclusively by a battery assembly which preferably comprises rechargeable batteries or other energy storage means. The locomotive carries no internal combustion engine on board and receives no power during operation from any power source external to the locomotive. A battery management system monitors and equalizes the batteries to maintain a desired state of charge (SOC) and depth of discharge (DOD) for each battery. A brake system may be configured to prioritize a regenerative braking mechanism over an air braking mechanism so that substantial brake energy can be recovered to recharge the battery assembly.

Abstract: A passenger locomotive is retrofitted with a hybrid energy head end power (HEP) system to generate head end power that is substantially continuously provided to a passenger railcar while the locomotive, which is operable in a motoring mode and a dynamic braking mode, is in use. The locomotive has a primary power source that provides primary electrical energy to a traction bus to power a traction motor when in the motoring mode. The traction motor generates excess electrical energy when in the dynamic braking mode. The HEP energy storage system generates head end power that is suitable for non-motoring use by a passenger railcar by converting the stored excess electrical energy and primary electrical energy into the head end power and providing the head end power to the HEP bus substantially continuously while the passenger locomotive is in use.

Abstract: A cooling system for a hydrogen hybrid locomotive including a set of electric traction motors and a hydrogen fuel cell system for providing electric power for driving the traction motors. The cooling system includes a radiator for extracting heat from cooling fluid circulated through the hydrogen fuel cell system and a circulation system. The circulation system has a pump for moving the cooling fluid through the circulation system, a first circulation path including a radiator output valve for controlling a selected amount of the cooling fluid provided by the pump to a cooling fluid inlet of the hydrogen fuel cell system through the radiator, and a second circulation path including a bypass valve for bypassing a selected amount of the cooling fluid provided by the pump around the radiator and to the cooling fluid inlet of the hydrogen fuel cell system. A fan system provides air flow across the radiator.

Abstract: An improved rail system fuel tender for use with one or more railroad locomotives capable of transporting a plurality of fuel containers suitable for containing pressurized fuel and suitable for directly fueling the one or more locomotives. The improved fuel tender may be powered by the locomotives to increase tractive effort, and the fuel containers may be separately fillable and separately removable from the fuel tender.

Abstract: The diesel-electric locomotive (10) includes: a diesel engine (12), an alternator (20) mechanically coupled for driving thereof to the diesel engine (12) and connected as output to a direct current bus (26) through a rectifier (22), at least one electric traction motor (14) connected to the bus (26) through a traction inverter (34), at least one piece of auxiliary equipment (16, 18) with a power supply, powered from the diesel engine (12). It includes, to power the or each piece of auxiliary equipment (16, 18), a chain (80) for shaping the current connected as input to the direct current bus (26).

Abstract: Designs for a battery-powered, all-electric locomotive and related locomotive and train configurations are disclosed. In one particular exemplary embodiment, a locomotive may be driven by a plurality of traction motors powered exclusively by a battery assembly which preferably comprises rechargeable batteries or other energy storage means. The locomotive carries no internal combustion engine on board and receives no power during operation from any power source external to the locomotive. A battery management system monitors and equalizes the batteries to maintain a desired state of charge (SOC) and depth of discharge (DOD) for each battery. A brake system may be configured to prioritize a regenerative braking mechanism over an air braking mechanism so that substantial brake energy can be recovered to recharge the battery assembly. Many locomotive or train configurations involving battery-powered or battery-toting locomotive(s) may be implemented.

Abstract: A propulsion system for a powered rail vehicle includes a fuel engine, an alternator, and a tractive circuit. The alternator is coupled with and driven by the engine to produce a fuel-based electric current. The tractive circuit includes a conductive bus coupled with the alternator and a traction motor. The conductive bus is configured to couple with a power conditioning circuit to receive an external electric current from an external electric power source via the power conditioning circuit. The tractive circuit has a fuel-powered only configuration, a fuel- and electric-powered configuration, and an electric-powered only configuration. The tractive circuit supplies the traction motor with the fuel-based electric current in the fuel-powered only configuration, with the fuel-based electric current or the external electric current in the fuel- or electric-powered configuration, and with the external electric current in the electric-powered only configuration.

Abstract: A power distribution system for a rail vehicle includes a propulsion alternator, a first bus, a Head End Power (HEP) alternator, and a second bus. The propulsion alternator is joined to an engine of the rail vehicle. The first bus is joined with the propulsion alternator and is configured to electrically couple the propulsion alternator with a propulsion electric load that propels the rail vehicle. The HEP alternator is joined to the engine. The second bus is joined with the HEP alternator and is adapted to electrically couple the HEP alternator with a non-propulsion electric load of the rail vehicle. The propulsion alternator generates a first electric current to power the propulsion electric load and the HEP alternator separately generates second electric current to power the non-propulsion electric load. The HEP alternator and the second bus are electrically separate from the propulsion alternator and the first bus.

Abstract: A cooling system for a hydrogen hybrid locomotive having a set of electric traction motors and a hydrogen fuel cell system for providing electric power for driving the traction motors includes a radiator for extracting heat from cooling fluid circulated through the hydrogen fuel cell system by a circulation system. The circulation system includes a bypass valve for bypassing a selected amount of the cooling fluid around the radiator and a radiator output valve for controlling an amount of the cooling fluid passed to the hydrogen fuel cell system from the radiator. A fan system provides air flow across the radiator. A control system selectively sets a position of the radiator output valve and a position of the bypass valve and selectively controls a speed of the fan, as required to control cooling of the hydrogen fuel cell system.

Abstract: A method is disclosed for constructing a locomotive, in part, from serviceable used parts from one or more other locomotives. The principal part that is used in this new locomotive configuration is a single, used locomotive truck assembly. The various embodiments and configurations of the present invention are directed generally to a purpose-built locomotive that incorporates parts from other locomotives in a unique way. The present invention can be summarized as a method creating a simple locomotive that is well adapted to switching and spotting functions that shares commonality with other larger locomotives both in terms of components and design. Because this new piece equipment is built in part from a plentiful supply of under-valued surplus components, it will be economical to construct and maintain. The locomotive may also include a self-elevating system so that the truck assembly can be accessed or removed rapidly for maintenance or repairs.

Abstract: A system is provided for retrofitting an electrically propelled vehicle. The vehicle has an engine-driven generator, and at least a first traction motor and a second traction motor coupled to the generator. The system includes an energy storage device capable of being coupled to at least the first traction motor; and a control system operable to control a distribution of propulsive power between the first traction motor and the second traction motor. An associated method and a retrofit kit are provided, also.

Abstract: A hydrogen hybrid locomotive including traction motors for moving the locomotive along a set of tracks, a set of batteries for providing electrical power to the traction motors, a hydrogen fuel cell power plant for charging the set of batteries, an air system having a variable speed compressor for providing air flow to the power plant, and a DC to DC converter for managing power distribution from the hydrogen fuel cell power plant to the batteries. A controller determines an amount of current required from the power plant to produce a selected amount of power, determines a stoic operating setpoint for the power plant based on the current required, sets the speed of a compressor within the air system to provide a selected amount of air flow to the power plant for the determined stoic operating setpoint, determines from a resulting actual air flow to the power module available power, and sets an operating setpoint of the DC to DC converter from the determined an available power.

Abstract: A hydrogen hybrid locomotive driven by a set of electric traction motors powered by at least one hydrogen fuel cell power module and plurality of batteries includes a chassis, an isolation structure disposed on the chassis for isolating the at least one hydrogen fuel cell power module from shock and vibration and a battery rack disposed on the chassis for supporting the plurality of batteries. A hydrogen containment module is disposed above the battery rack and includes a support rack supporting a plurality of hydrogen tanks and a manifold coupled to each of the plurality of hydrogen tanks for allowing charging and discharging of the hydrogen tanks.

Abstract: A power generating system includes a railroad track configured to define a looped track; a series of railroad cars riding on and extending substantially the full length of the looped track forming a train loop; a drive gear mounted to the train loop and having a gear circumference substantially concentric with the looped track; and several turbine generators secured relative to the ground at the outer periphery of the drive gear, the turbine generators having individual generator pinion gears in meshed driving contact with the drive gear, so that movement of the train loop around the looped track causes the drive gear to rotate the generator pinion gears and thereby operate the turbine generators. The turbine generators preferably are electrically connected by cables to a power station. The train loop and track preferably include electromagnets for propelling the train loop around the looped track, and alternatively includes a diesel locomotive.

Abstract: An electrical energy capture system, as may be carried on a hybrid energy, electro-motive, self-powered traction vehicle, is provided. The system may be used for storing electrical power generated on the vehicle and for discharging the stored electrical power for use on the vehicle. The system includes circuitry connected to a plurality of electrical energy storage devices connected in parallel circuit to one another. The circuitry may be configured to establish a respective circuit path for charging and discharging electrical energy from each energy storage device with respect to a DC bus. The circuitry is further configured to block a flow of electrical current from any one of the storage devices to any of the other storage devices, thereby avoiding flow of currents that could otherwise circulate among the electrical energy storage devices due to electrical imbalances that may occur in one or more of the electrical energy storage devices.

Abstract: A head end power system carried on a locomotive for a passenger train set that captures and stores excess electrical energy generated during dynamic braking of the locomotive. This excess electrical energy is converted to head end power for use on attached passenger railcars. Because passenger trains activate dynamic braking frequently, sufficient dynamic braking energy can be captured to supply a substantially continuous demand for head end power. In the event that the amount of captured energy is insufficient to meet demand, the head end power system may supplement the captured energy with energy generated by the primary power source on the locomotive.

Abstract: A system and method for modification of a baseline ballast arrangement of a locomotive (or other rail vehicle) having an overall tractive effort rating based on symmetrical distribution of weight and driving torque applied by the locomotive to the respective axles of the locomotive. The system includes a locomotive (or other rail vehicle) truck comprising an un-powered first axle and a powered second axle. The system also includes a first suspension assembly configured to apply to the first axle a first portion of a locomotive weight and a second suspension assembly configured to apply to the second axle a second portion of the locomotive weight different from the first portion. An amount of locomotive weight allocated from the first axle to the second axle allows modification of a baseline ballast arrangement by reducing an amount of ballast in the baseline ballast arrangement corresponding to the amount of weight allocated from the first axle to the second axle.

Abstract: An electrical energy capture system, as may be carried on a hybrid energy, electro-motive, self-powered traction vehicle, is provided. The system may be used for storing electrical power generated on the vehicle and for discharging the stored electrical power for use on the vehicle. The system includes circuitry connected to a plurality of electrical energy storage devices connected in parallel circuit to one another. The circuitry may be configured to establish a respective circuit path for charging and discharging electrical energy from each energy storage device with respect to a DC bus. The circuitry is further configured to block a flow of electrical current from any one of the storage devices to any of the other storage devices, thereby avoiding flow of currents that could otherwise circulate among the electrical energy storage devices due to electrical imbalances that may occur in one or more of the electrical energy storage devices.

Abstract: The present invention relates to a container-based locomotive power source that can be readily interchanged.

Abstract: An energy storage car for a locomotive includes a hydraulic energy storage system designed to capture and reuse energy normally lost in dynamic braking The energy storage car is preferably configured to provide functions sufficient to replace one of multiple locomotives used to pull a freight train. Braking and other methods for improved efficiency of such trains are provided.

Abstract: A diesel-electric locomotive has two separate engine systems, including a large engine system and a small engine system. The power output from the separate engine systems may be combined to power the locomotive's traction motors. When the locomotive requires low power output for propulsion, only the small engine system is used to power the traction motors. When the locomotive requires higher power output, only the large engine system is used to power the traction motors. When the locomotive requires maximum power output, the small and the large engine system may both be used and their power output combined to power the traction motors. Also, a unique control strategy maintains a smooth delivery of power to the traction motors in the event that one engine shuts down or starts as a result of a change in the commanded power output of the locomotive.

Abstract: Provided is a track car drive system, which is assisted by a generator motor so that it may attain a gear array for equalizing the number of speed range and the gear ratios at the individual gears as a transmission for the forward speed and the backward speed and which can be combined with the generator motor. A transmission (15) for receiving the output of an engine (14) at an input shaft (30) is constituted by combining a forward range (31) and a backward range (32) with two intermediate shafts (41 and 42) having different speed ranges (51 to 54) between themselves and an output shaft (45). By shifting/fastening a first clutch (43) or a second clutch (44) selectively, the rotation of either the forward range (31) or the backward range (32) is transmitted to either of the intermediate shafts (41 and 42). When one of the speed ranges (51 to 54) is selected, the same gear number and gear ratio are taken no matter whether the track car might run forward or backward.

Abstract: A power module for a locomotive is disclosed. The power module may have a frame including a plurality of lifting elements. The plurality of lifting elements may include at least one fork lifting element and at least one frame lifting eye. The power module may further have a generator set supported by the frame.

Abstract: A roof structure for a power module of a locomotive is disclosed. The roof structure may have an upper roof layer and at least a portion of the upper roof layer may have a first set of cooling passages. The roof structure may further have a lower roof layer at least partially positioned below the upper roof layer and at least a portion of the lower roof layer may have a second set of cooling passages. Each of the cooling passages of the first set of cooling passages may not overlap a cooling passage of second set of cooling passages.

Abstract: A system and method for retrofitting a propulsion circuit of an existing Off Highway Vehicle to enable the propulsion circuit to operate as a hybrid energy Off Highway Vehicle propulsion circuit. The hybrid propulsion circuit includes a primary power source, and a traction motor for propelling an Off Highway Vehicle in response to the primary electric power. The traction motor has a motoring mode of operation and a power dissipation mode of operation. The traction motor generates dynamic braking electrical power in the power dissipation mode of operation. An electrical energy storage system includes a chopper circuit coupled to an energy storage device. The storage device is responsive to the chopper circuit to selectively store electrical energy generated in the power dissipation mode. The storage system selectively provides secondary electric power from the storage device to traction motor to assist in propelling the Off Highway Vehicle during the motoring mode.

Abstract: An energy saving type feeder voltage compensation apparatus improved in availability at low temperatures, wherein when a electric energy storage apparatus is lower in temperature than a predetermined value, an output voltage output to a feeder side is made equal to or higher than a no-load output voltage of a substation connected in parallel. Power is supplied to a power running rolling stock preferentially from the electric energy storage apparatus. The heating value of the secondary battery is increased and the battery temperature is raised by this discharging, whereby internal resistance of the electric energy storage apparatus is lowered, and the charging and discharging loss is suppressed, and the efficiency and availability of the energy saving type feeder voltage compensation apparatus as a whole are improved.

Abstract: A system and method for controlling the speed of a turbine engine, the turbine engine being operative to provide power to a primary load. When a decrease in the power requirement of the primary load is detected, at least a portion of the power generated by the turbine engine is redirected to a secondary load, thereby maintaining the speed of the turbine engine below a rated maximum speed. In the example of a turbine-powered train in which the turbine engine provides power to electric traction motors driving the wheels of the train, when a wheel spin is detected, at least a portion of the power generated by the turbine engine is diverted from the respective electric traction motor to rheostats for conversion to heat.

Abstract: An electrical energy capture system, as may be carried on a hybrid energy, electro-motive, self-powered traction vehicle, is provided. The system may be used for storing electrical power generated on the vehicle and for discharging the stored electrical power for use on the vehicle. The system includes circuitry connected to a plurality of electrical energy storage devices connected in parallel circuit to one another. The circuitry may be configured to establish a respective circuit path for charging and discharging electrical energy from each energy storage device with respect to a DC bus. The circuitry is further configured to block a flow of electrical current from any one of the storage devices to any of the other storage devices, thereby avoiding flow of currents that could otherwise circulate among the electrical energy storage devices due to electrical imbalances that may occur in one or more of the electrical energy storage devices.

Abstract: An electrical energy capture system, as may be carried on a hybrid energy, electro-motive, self-powered traction vehicle, is provided. The system may be used for storing electrical power generated on the vehicle and for discharging the stored electrical power for use on the vehicle. The system includes circuitry connected to a plurality of electrical energy storage devices connected in parallel circuit to one another. The circuitry may be configured to establish a respective circuit path for charging and discharging electrical energy from each energy storage device with respect to a DC bus. The circuitry is further configured to block a flow of electrical current from any one of the storage devices to any of the other storage devices, thereby avoiding flow of currents that could otherwise circulate among the electrical energy storage devices due to electrical imbalances that may occur in one or more of the electrical energy storage devices.