Abstract: A system, in a vehicle consist configured for dual fuel operation and comprising at least one fuel car operably connectable to at least one powered vehicle via a fuel distribution path, includes an energy management processing unit. The energy management processing unit is configured to obtain a first cost of a first fuel, obtain a second cost of a second fuel, and determine a proportional ratio of the first fuel and the second fuel for each of plural power settings available for use during performance of a mission along a route. The energy management processing unit is also configured to determine a trip plan specifying power settings for corresponding plural sections of the route to perform the mission using the first cost, the second cost, and the proportional ratio for the power settings to optimize a total combined cost of fuel used during performance of the mission.

Abstract: An information processing device includes: a reception unit configured to receive operation information on a power supply device from the power supply device that supplies power to an electric apparatus detachably connected thereto; a ranking unit configured to rank a user of the power supply device based on the received operation information; and a setting unit configured to set an incentive to the user based on a rank of the ranked user. The operation information includes: fuel consumption information indicating a fuel consumption amount of an engine generator; and measurement information indicating measurement results of voltage and current that the power supply device is supplying to the electric apparatus. The ranking unit identifies fuel consumption based on the fuel consumption information and the measurement information, and ranks the user based on the identified fuel consumption.

Abstract: A controller of a motor includes: an acceleration/deceleration time constant storing unit that stores an acceleration/deceleration time constant; a position command creating unit that creates a position command value based on the acceleration/deceleration time constant; a position detection unit that detects a rotation position of the motor; a speed command creating unit that creates a speed command for the motor on the basis of the position command value and a position detection value detected by the position detection unit; an ideal response computing unit that computes an ideal response from the position command value; and a response comparing unit that compares the ideal response with an actual response detected by the position detection unit. The response comparing unit changes the acceleration/deceleration time constant stored in the acceleration/deceleration time constant storing unit when it is determined that the ideal response does not match the actual response.

Abstract: A touchless water control system having at least one sensor capable of determining hand movement from point A to point B in a first direction, from point C to point D in a second direction and from point E to point F in a third direction thereby establishing a spatial field spaced away from a faucet through which a user's hand can be moved to initiate or terminate water flow, water temperature and water pressure.

Abstract: Systems and methods for monitoring excitation of a generator based on a faulty status of a generator breaker are provided. According to one embodiment, a system may include a controller and a processor communicatively coupled to the controller. The processor may be configured to receive, from a contact associated with a generator breaker, a reported status of the generator breaker, receive operational data associated with one or more parameters of a generator associated with the generator breaker, and correlate the reported status of the generator breaker and the operational data. Based on the correlation, the processor may establish an actual status of the generator breaker, and, based on the actual status, selectively modify a mode of excitation of the generator.

Abstract: A traction motor system calculates motor flux by generating a real time effective resistance of a resistance grid calculated from motor torque and measured voltage on a DC link. Calculating effective resistance avoids solely relying on DC link voltage, which can be influenced by conditions such as wheel slip and drop out of one or more resistance grids. The effective resistance calculation is based on nominal motor values using known power levels and conditions. From these nominal values and the effective resistance, various scaling factors based on actual motor power can be generated and used to adjust a nominal flux reference to more accurately reflect actual motor flux. The scaling factors include power and torque scaling factors and a resistance scaling factor that is active during conditions such as wheel slip.

Abstract: A system and method are provided for controlling the speed of a motor driving a load that is electrically connected to a generator driven by an engine, through use of a first control feedback loop configured to control the rotor flux of the motor by controlling the field excitation of the generator, and a second control feedback loop configured to control the speed of the motor by controlling the throttle position of the engine.

Abstract: An electric drive system includes a prime mover connected to a generator, which is controlled in part by an excitation current. The generator makes electrical power available on a dc link. A method of load demand and power generation balancing within the electric drive system includes determining a voltage of the dc link and determining a torque command by an operator of the system. A speed for each of one or more drive motors receiving power from the dc link is determined and normalized to derive an average motor speed. A mechanical power being commanded is derived based on the average motor speed and the torque command. A predicted excitation current that is required to achieve the derived mechanical power is determined and an actual excitation current is determined based on the predicted excitation current. The actual excitation current is then applied to the generator.

Abstract: In a regenerative braking apparatus that is connected to a power supply apparatus that supplies electric power to a load, and consumes regenerative power regenerated from a load side together with other regenerative braking apparatuses that are connected to the power supply apparatus, an operation-level changing unit calculates, as occasion demands, according to energization time of a consuming unit, a lower limit of an operation level for judging whether an energizing unit should be actuated and changing and outputting the calculated lower limit of the operation level, a comparing unit compares the lower limit of the operation level output from the operation-level changing unit and a monitor output of a monitoring unit, and the energizing unit operates when the monitor output exceeds the lower limit of the operation level by a driving unit.

Abstract: An energy management apparatus manages energy consumption of a machine, which has a supply part (14) for supplying energy and a consume part (10) for consuming the energy supplied by the supply part, so that the energy consumed by the consume part is positively saved. An operating part operates the consume part by using the energy supplied by the supply part. An acquisition part acquires an energy conversion characteristic, as an energy efficiency, from an input energy (40), (42) supplied to the consume part into an output energy output (44), (46) from the consume part. A change part changes an operating condition of the consume part based on the acquired energy efficiency so as to improve an actual value of the energy efficiency.

Abstract: A system and method are provided for controlling the speed of a motor driving a load that is electrically connected to a generator driven by an engine, through use of a first control feedback loop configured to control the rotor flux of the motor by controlling the field excitation of the generator, and a second control feedback loop configured to control the speed of the motor by controlling the throttle position of the engine.

Abstract: A cooling system for a retarding system of an electric drive machine (100) includes a direct current (DC) link having first and second rails. A first resistor grid (214) is selectively placed in circuit between the rails by an automatic switch (216) in response to a switch (216) signal. A second resistor grid (218) is selectively placed in circuit between the rails by a chopper circuit (220) connected in series with the second resistor grid (218). The chopper modulates a current passing therethrough based on a duty cycle. A motor (336) is in parallel electrical connection across a portion of the first resistor grid (214) and operates in response to a motor (336) signal. An electronic controller (400) calculates a net energy during operation and adjusts the switch (216) signal, the duty cycle, and the motor (336) signal to close the automatic electrical switch (216) and operate the motor (336) when the net energy exceeds a threshold value.

Abstract: A system and method are provided for controlling the speed of a motor driving a load that is electrically connected to a generator driven by an engine, through use of a first control feedback loop configured to control the rotor flux of the motor by controlling the field excitation of the generator, and a second control feedback loop configured to control the speed of the motor by controlling the throttle position of the engine.

Abstract: A method of voltage supply management for an electric drive system includes receiving a voltage signal (1002) indicative of a voltage in a supply link, and one or more condition signals that are indicative of an operating condition of the electric drive system. A difference between a desired voltage value (1008), which is calculated based on the voltage signal (1002) and the one or more condition signals, and the voltage signal (1002) yields a voltage error signal (1014). The voltage error signal (1014) is evaluated to indicate an over-voltage condition or an under-voltage condition. Power is dissipated from the supply link when an over-voltage condition is present and a torque command limit with respect to the one or more electric drive motors (210) is imposed when an under-voltage condition is present.

Abstract: An electric drive system includes a prime mover connected to a generator (204), which is controlled in part by an excitation current. The generator (204) makes electrical power available on a dc link (312). A method of load demand and power generation balancing within the electric drive system includes determining a voltage of the dc link (312) and determining a torque command by an operator of the system. A speed for each of one or more drive motors (210) receiving power from the dc link (312) is determined and normalized to derive an average motor speed (712). A mechanical power (718) being commanded is derived based on the average motor speed (712) and the torque command. A predicted excitation current (730) that is required to achieve the derived mechanical power (718) is determined and an actual excitation current (734) is determined based on the predicted excitation current (730). The actual excitation current (734) is then applied to the generator (204).

Abstract: A motor control unit executes a system voltage stabilization control for suppressing variation in a system voltage by operating reactive power of a motor/generator unit including an AC motor, and executes a conversion power control to control the output power of a voltage boosting converter to a command value. A target power operation amount necessary for stabilizing the system voltage is distributed to a motor/generator power operation amount command value and to a conversion power operation amount correction value. The target power operation amount can be obtained by being shared by the motor/generator unit and the voltage boosting converter, even when the target power operation amount is in excess of a limit value of power control amount of the motor/generator unit.

Abstract: A coordination control device of a power output apparatus includes a coordination control unit. The coordination control unit calculates an intermediate value between the maximum value and minimum value among voltage controls for a first motor generator, and voltage control from an AC voltage control generation unit to generate an AC voltage across neutral points of first and second motor generators, and outputs a value that is each phase voltage control for the first and second motor generators minus the calculated intermediate value to a signal generation unit as the final voltage control for the first and second motor generators.

Abstract: A method of operating a power system is provided, the power system having power-system controls. The method may include automatically setting a priority ranking for a plurality of generator units of the power system with the power-system controls based at least in part on an operating parameter of each generator unit indicative of a quantity of work done by the generator unit. The method may also include automatically controlling which of the generator units run with the power-system controls based at least in part on the priority ranking of the generator units.

Abstract: A motor control unit executes a system voltage stabilization control for suppressing variation in a system voltage by operating reactive power of a motor/generator unit including an AC motor, and executes a conversion power control to control the output power of a voltage boosting converter to a command value. A target power operation amount necessary for stabilizing the system voltage is distributed to a motor/generator power operation amount command value and to a conversion power operation amount correction value. The target power operation amount can be obtained by being shared by the motor/generator unit and the voltage boosting converter, even when the target power operation amount is in excess of a limit value of power control amount of the motor/generator unit.

Abstract: A method for operating a doubly-fed machine by determining its rotational speed (nact), forming a rotational speed reference (nref), measuring network voltage and current, and calculating network active power (Pact) and reactive power (Qact). Thereafter, calculating shaft torque (T) based on active power (Pact) and rotating speed (nact), forming a frequency reference (Fref) for the inverter based on machine rotating speed (nact), rotating speed reference (nref), shaft torque (T), and the known pole pair number and network frequency, forming a reactive power reference (Qref) for the machine.

Abstract: The invention makes an output sharing of an engine and an electric motor proper so as to suitably drive a load. When a throttle opening degree variation amount ?V is within a ?V1, an engine E can drive a power generator G at a rated revolution speed. A switching circuit 28 is switched in such a manner as to charge a battery 27 by a generated power. When the opening degree variation amount ?V becomes larger than the ?V1, a power assist of operating the power generator G as the electric motor is set to be standby. When the opening degree variation amount ?V is more than ?V2 (>?V1), the power assist is started. In the power assist, an angle advance amount is increased. When acceleration is insufficient, it is possible to further increase a conduction angle in stages.

Abstract: A method for power optimization in a vehicle/train, using time reserves which are included when planning a schedule, is proposed. In order to achieve a power-saving travel mode with the aid of an optimization algorithm, the presence of a number of completely or partially autonomous drive systems is taken into account, the separate functions of efficiency or power loss of each drive system being taken into consideration.

Abstract: A control system (10) actively limits the power drawn from a main power distribution bus (20) by one or more electric loads (30). The system (10) includes circuitry (14) for determining a maximum permissible current magnitude that may be supplied to the loads (30) based on a signal representative of the voltage magnitude supplied to the loads (30). Additional circuitry (18, 34) limits the power drawn from the main power distribution bus (20) to the maximum permissible current magnitude from exceeding a predetermined maximum power level. As a result, the required design capacity of power generation components and the power distribution system can be reduced in size, weight, and cost.

Abstract: A vehicle controller includes a plurality of driving power sources for transmitting torque to a wheel, and a starter for starting a first driving power source of the plurality of diving power sources. The first driving power source is stopped when a prescribed stopping condition is satisfied, and the stopped first driving power source is started by the starter when a prescribed restarting condition is satisfied. When the startability of the first driving power source has been degraded, stopping of the first driving power source is inhibited even when the prescribed stopping condition is satisfied.

Abstract: A control apparatus enhances charge and discharge performance of a main battery in a low temperature environment, extends the life of the main battery and improves the reliability of the whole system. The control apparatus is for a hybrid vehicle having an engine and an electric motor disposed therein. The electric motor has both driving and power-generating functions to directly connect to the engine mounted on the hybrid vehicle. The vehicle includes a main battery which supplies driving electric power to the electric motor and is charged by generated electric power from the electric motor. The vehicle includes a temperature sensor for detecting a temperature of the main battery.

Abstract: An apparatus for generating and distributing electrical power in a vehicle which has at least one electric drive motor connected via a converter to a fuel cell unit, with the fuel cell unit being connected to at least one first, one second and one third voltage network, and with each voltage network having at least one associated electrical load and/or at least one associated energy store. The first voltage network is formed by the fuel cell voltage network and is connected via a first bidirectional DC/DC converter to the second voltage network and the first bidirectional DC/DC converter provides DC isolation between the first voltage network and the second voltage network. The second voltage network is connected via a second bidirectional converter to the third voltage network.

Abstract: An electrical motor having a drive function and a power generating function is directly connected to an engine mounted on a vehicle. The vehicle has a starter connected to the engine. A motor control means for controlling the drive of the motor in cooperation with driving the starter and in accordance with an operating state of the engine in starting the engine to ensure firm starting performance of the engine, to promote durability of a starter and to simplify control of a motor to thereby promote durability of the control of the motor.

Abstract: A hybrid drive system for a motor vehicle, having a power drive state in which there is available a power drive mode in which an engine and an electric motor are both operated as a drive power source for driving the vehicle, and wherein a manually operated power drive selector is provided for selecting the power drive mode, and a power drive restricting device is provided to inhibit the vehicle from being driven in the power drive state and therefore in the power drive mode if the power drive selector is not manually operated. The hybrid drive system may have an engine assist drive mode in which the electric motor is operated as an auxiliary drive power source, together with the engine operated as a primary drive power source, according to a selected one of different drivability modes of the vehicle selected by a manually operated drivability performance selector.

Abstract: An operating strategy for a hybrid electric vehicle (HEV) manages the flow of energy to both supply the motive demand power of the HEV and maintain the charge of the energy storage system (ESS). A controller operates the main power unit (HPU) and ESS and, using an optimal fuel cost strategy, scans all possible combinations of power from the HPU and ESS that satisfy the motive demand power. The combination with the lowest fuel cost is selected and the ESS is charged, when possible, using marginal charging; but, if the state of charge of the ESS falls below a certain level, fast charging is invoked. A minimum power threshold strategy can be used rather than the fuel cost strategy. The minimum power threshold strategy determines the optimal compromise of HPU operation and ESS operation to maximize fuel economy by using a motive power threshold below which the HPU is not operated except to recharge the ESS.

Abstract: In a power control system for motor vehicles with a plurality of power-converting elements as well as sensors for determining the efficiency of the individual elements, a processor determines the overall system efficiency from the efficiencies of the individual components, and calculates and adjusts a value for a parameter that influences the efficiency of at least one component to achieve an optimum total efficiency. Surplus power is used to charge an energy storage device. Preferably the parameters that influence the efficiency, whose values are adjusted to achieve an optimum total efficiency, are the power, or a parameter that is proportional to the power, that is to be delivered by a power-generating component, and/or the rpm or a parameter that is proportional to the rpm of a component.

Abstract: A device and method for continuously monitoring the availability of an external electric power supply into a recreational vehicle such as a motor home, a boat and the like and controlling the operation of an onboard engine powered generator to serve as an alternate source of electric power for the recreational vehicle. After a predetermined initial time delay following external power source failure, the device activates the cranking motor for a predetermined cranking time period to attempt to start the engine. After another predetermined waiting time period, the cranking motor will be reactivated for the cranking time period if the engine has failed to start and supply electric power to the recreational vehicle. As soon as external electric power is restored, the engine is automatically shut off by the device.

Abstract: A speed control system for an elevator motor, comprising a D. C. motor for driving an elevator, a device which generates a speed command signal for the elevator, a speed dynamo which generates a speed signal corresponding to a speed of the elevator, a speed control device which adjusts an applied voltage to the motor according to the speed deviation between the speed command signal and the speed signal, an emergency stop device which subjects the elevator to braking when the speed deviation has exceeded a predetermined value, and a blind sector device which provides an output when the speed signal has exceeded a predetermined value and which negatively feeds it back to the speed control device.

Abstract: A control system for regulating the speed of a truck-mounted material conveyor includes a direct current drive motor and a truck-driven shunt generator for providing power to the motor. A control circuit has a reference input representing desired delivery rates in material weight per unit of distance and a truck speed input. A multiplier circuit converts the inputs to a delivery rate in terms of material weight per unit of time at the current truck road speed. Generator and conveyor speed feedback loops are provided to maintain a desired conveyor speed despite variations in truck engine speed or slippage at the conveyor.

Abstract: A crane motor control is disclosed which includes a variable D.C. voltage supply in a Ward-Leonard set which is controlled by a load torque signal obtained by sensing the armature current of a motor, magnetic flux in the motor field winding and the rate of change of motor speed. The torque signal controls the variable D.C. voltage supply to keep the motor armature current or the motor field current at a preset constant value upon completion of motor acceleration.