VEHICLE, SYSTEM AND METHOD

• US 20100039054A1
• Filed: 08/12/2009
• Published: 02/18/2010
• Est. Priority Date: 08/14/2008
• Status: Abandoned Application

• Current Assignee: General Electric Company
• Original Assignee: General Electric Company
• Inventors: Bastien, Bertrand, Randolph, Ord Allen III, Young, Henry Todd, Salasoo, Lembit, Daum, Wolfgang, King, Robert Dean, Richter, Timothy Gerard
• Application Number:
  US12/539,839
• Publication Number:
  US 20100039054A1
• Time in Patent Office: Days
• US Class Current: 318/376
• CPC Class Codes: B60K 1/02 comprising more than one electric motor
• CPC Class Codes: B60K 2006/268 Electric drive motor starts the engine, i.e. used as starter motor
• CPC Class Codes: B60K 6/46 Series type
• CPC Class Codes: B60L 2200/26 Rail vehicles
• CPC Class Codes: B60L 2240/421 Speed
• CPC Class Codes: B60L 50/13 using AC generators and AC motors
• CPC Class Codes: B60L 50/61 by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
• CPC Class Codes: B60L 7/26 Controlling the braking effect
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/08 including control of electric propulsion units, e.g. motors or generators
• CPC Class Codes: B60W 10/26 for electrical energy, e.g. batteries or capacitors
• CPC Class Codes: B60W 20/00 Control systems specially adapted for hybrid vehicles hybrid vehicle design, B60K6/00; electric vehicles B60L
• CPC Class Codes: B60W 20/13 in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
• CPC Class Codes: B60W 2510/081 Speed
• CPC Class Codes: B60W 2510/244 Charge state
• CPC Class Codes: B60W 30/18127 Regenerative braking
• CPC Class Codes: H02P 3/14 by regenerative braking
• CPC Class Codes: H02P 4/00 Arrangements specially adapted for regulating or controlling the speed or torque of electric motors that can be connected to two or more different electric power supplies vector control H02P21/00
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• 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 90/16 : Information or communication technologies improving the operation of electric vehicles

Abstract

A system includes a retarder in electrical communication through an electric link with an alternator, and a controller that compares a power measurement with an accessory load on a system during a retard event, and can reduce an electrical load on the alternator, or can remove all electrical loads from an engine, when electric power that is generated from the retarder is measured to be greater than an accessory load on the system. The system may include an alternator that provides a motor function to rotate a shaft coupled to an engine that is mechanically coupled to one or more mechanically drivable accessories. The alternator powers the mechanically drivable accessories in place of or in addition to the engine.

Claims

1. A system, comprising:

a retarder comprising a motor that can supply electric power through an electric link;

a controller capable of comparing a power measurement with an accessory load on a system during a retard event, and of reducing an electrical load on an alternator to about zero, or of reducing a mechanical load on an engine, when electric power generated from the retarder is measured to be greater than an accessory load on the system; and

an energy storage device electrically coupled to the electric link, wherein the energy storage device has a determined upper electrical load limit.

2. The system as defined in claim 1, wherein the alternator is directly mechanically coupled to a prime mover.

3. The system as defined in claim 1, wherein the retarder comprises a resistor bank, and at least a portion of the excess electrical load is discharged as thermal energy from the resistor bank.

4. The system as defined in claim 1, further comprising a plurality of motors, wherein the controller receives both a motor power signal and a motor speed signal from each motor of the plurality;

and based on the motor power signal and the motor speed signal derives a total motor power command during a retard event.

5. The system as defined in claim 1, wherein the controller receives measurements of an accessory load current and an accessory load voltage, and the controller derives an amount of accessory load power by multiplying the accessory load current measurement and the accessory load voltage measurement, and optionally the controller adds an additional power component from an associated look-up table based on an operating mode or operating condition.

6. The system as defined in claim 1, wherein the controller determines a combined electrical load of the accessory load on the system and of the electrical load on the energy storage device, and routes electrical load that is in excess of the combined electrical load to a retarder during the retard event.

7. The system as defined in claim 1, wherein the energy storage device can supply power to the alternator to supplement or replace crankshaft torque from the engine during a non-retard event or during an operational mode in which electrical power is not being generated by a traction motor.

8. The system as defined in claim 1, wherein the alternator accepts mechanical energy from the engine during an idle event and supplies electrical energy to the energy storage device.

9. The system as defined in claim 1, further comprising a cranking inverter and a boost converter coupled to the electric link.

10. The system as defined in claim 9, wherein the cranking inverter is operable to supply power to crank the engine or to drive the engine to power accessories using power from at least one of the energy storage device and the traction motor during a retard event.

11. The system as defined in claim 1, further comprising a vehicle frame and chassis, and wherein the system is suitably sized and configured for use in an off-highway vehicle, an underground mining vehicle, a passenger vehicle, a marine vessel, or a locomotive.

12. The system as defined in claim 1, further comprising an AC electric link and an AC/DC converter coupled to the electric link.

13. A system, comprising:

a power connector configured to releasably contact an electrified trolley line or umbilical cable;

an energy storage device coupled to the power connector; and

a traction motor that is capable of being powered by electricity that is supplied by the trolley line or umbilical cable through the power connector, by the energy storage device, or both the power connector and the energy storage device.

14. The system as defined in claim 13, wherein the traction motor is powered by the energy storage device and the energy storage device is configured to receive power from the power connector, from an on-board alternator, or from both the power connector and from the on-board engine.

15. The system as defined in claim 13, wherein the power connector powers the traction motor during an uphill haulage event or high tractive event.

16. The system as defined in claim 13, wherein the power connector powers the traction motor during an idle period during which an alternator is supplying little or no electrical output to the traction motor.

17. The system as defined in claim 13, wherein the power connector charges the energy storage device during an idle period during which an alternator is supplying little or no electrical output to the traction motor.

18. The system as defined in claim 13, wherein the traction motor is capable of being powered by the energy storage device, and the energy storage device is capable of being charged by the power connector during a period when the traction motor is not being powered and/or the vehicle is at rest.

19. The system as defined in claim 13, wherein the traction motor is capable of being supplied with power by one or both of the power connector and the energy storage device, but not the alternator, during an uphill haulage event or a high tractive effort.

20. The system as defined in claim 13, wherein the power connector is further capable of transferring power from the retarder to the trolley line.

21. The system as defined in claim 13, further comprising the trolley line and an energy storage device coupled to the trolley line, whereby the retarder generated power is capable of being stored by the energy storage device that is coupled to the trolley line.

22. The system as defined in claim 13, further comprising an auxiliary power unit (APU) capable of providing on-board power generation.

23. A method, comprising:

comparing a power measurement with an accessory load on a vehicle system during a retard event; and

reducing an electrical load on the alternator to about zero, or of removing all electrical loads from a diesel engine except for idle losses, when power generated from the retarder is measured to be greater than an accessory load on the system.

24. A method, comprising:

releasably contacting a power connector to an electrified trolley line; and

powering a traction motor by electricity that is supplied by the trolley line through the power connector, by an energy storage device, or both the power connector and the energy storage device.

25. The method as defined in claim 24, further comprising controlling the traction motor power to affect an operating mode of a vehicle.

26. The method as defined in claim 24, further comprising reducing engine on time by idling or shutting down the engine while the traction motor is powered by the electricity supplied by the trolley line, the energy storage device, or both the trolley line and the energy storage device.