Hybrid energy off highway vehicle electric power management system and method

• US 20060005736A1
• Filed: 07/13/2005
• Published: 01/12/2006
• Est. Priority Date: 03/27/2001
• Status: Abandoned Application

• Current Assignee: General Electric Company
• Original Assignee: General Electric Company
• Inventors: Kumar, Ajith Kuttannair
• Application Number:
  US11/180,345
• Publication Number:
  US 20060005736A1
• Time in Patent Office: Days
• US Class Current: 105/1.400
• CPC Class Codes: B60L 15/2045 for optimising the use of energy
• CPC Class Codes: B60L 2200/26 Rail vehicles
• CPC Class Codes: B60L 50/53 in combination with an external power supply, e.g. from overhead contact lines
• CPC Class Codes: B60L 53/80 Exchanging energy storage elements, e.g. removable batteries
• CPC Class Codes: Y02T 10/64 Electric machine technologies in electromobility
• CPC Class Codes: Y02T 10/70 Energy storage systems for electromobility, e.g. batteries
• CPC Class Codes: Y02T 10/7072 Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
• CPC Class Codes: Y02T 10/72 Electric energy management in electromobility
• CPC Class Codes: Y02T 90/12 Electric charging stations
• CPC Class Codes: Y02T 90/14 Plug-in electric vehicles

Abstract

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.

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.