Methods and systems for power system management

• US 7,761,198 B2
• Filed: 06/25/2007
• Issued: 07/20/2010
• Est. Priority Date: 06/25/2007
• Status: Expired due to Fees

• Current Assignee: GE Global Sourcing LLC (Westinghouse Air Brake Technologies Corporation)
• Original Assignee: General Electric Company
• Inventors: Bhardwaj, Ramesh Chandra
• Primary Examiner(s): Tran; Khoi
• Assistant Examiner(s): Peche; Jorge O
• Application Number:
  US11/821,723
• Publication Number:
  US 20080319593A1
• Time in Patent Office: 1,121 Days
• Field of Search: 701/19, 701/36, 104/34, 105/50, 200/84, 204/196.4, 204/196.7, 204/196.1, 320/103, 320/104, 320107-113, 320/DIG.19, 320/DIG.21, 320/FOR.100, 320/FOR.101, 320/FOR.110, 320/FOR.132, 320/FOR.171, 322/88, 290/16, 290/50, 307/10.7, 307/43, 307/47, 307/48, 307/45, 307/46, 307/66, 296/235, 297/30, 297/63, 340/7.32, 340/855.8, 340/FOR.383, 340/FOR.403, 702/63, 903/903, 903/907, 903/943
• US Class Current: 701/19
• CPC Class Codes: B60L 1/00 Supplying electric power to auxiliary equipment of vehicles circuit arrangements for charging batteries H02J7/00
• CPC Class Codes: B60L 2200/26 Rail vehicles
• CPC Class Codes: B60L 2240/12 Speed
• CPC Class Codes: B60L 2240/36 Temperature of vehicle components or parts
• CPC Class Codes: B60L 2240/445 Temperature
• CPC Class Codes: B60L 2240/80 Time limits
• CPC Class Codes: B60L 2250/16 by display
• CPC Class Codes: B60L 2250/24 by lever actuation
• CPC Class Codes: B60L 3/0023 Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
• CPC Class Codes: B60L 50/40 using propulsion power supplied by capacitors
• CPC Class Codes: B60L 50/61 by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
• CPC Class Codes: B60L 58/12 responding to state of charge [SoC]
• CPC Class Codes: B60L 58/20 having different nominal voltages
• CPC Class Codes: B60L 58/21 having the same nominal voltage
• CPC Class Codes: B60L 58/40 for controlling a combination of batteries and fuel cells
• CPC Class Codes: B60L 7/26 Controlling the braking effect
• CPC Class Codes: F02N 11/0866 comprising several power sources, e.g. battery and capacitor or two batteries
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• 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 90/40 : Application of hydrogen technology to transportation, e.g. using fuel cells
• CPC Class Codes: Y10S 903/903 : having energy storing means, e.g. battery, capacitor
• CPC Class Codes: Y10S 903/907 : Electricity storage, e.g. battery, capacitor
• CPC Class Codes: Y10T 29/49115 : including coating or impregnating
• CPC Class Codes: Y10T 29/53135 : Storage cell or battery
• CPC Class Codes: Y10T 29/53278 : Storage cell or battery

Abstract

Methods and systems for energy management system for a vehicle are provided. The system includes a first power source configured for cranking an engine wherein the first power source includes a switch configured to electrically couple the first power source to a starter for the engine and wherein the first power source is electrically isolated from auxiliary onboard loads. The system further includes a second power source configured for supplying auxiliary on board loads, a charging subsystem electrically coupled to the first and the second power sources. The charging subsystem is configured to supply charging current to the first and the second power sources. The system further includes a controller configured to maintain the first power source in a substantially fully charged condition and supply the auxiliary loads from the second power source.

Claims

1. An energy management system for a vehicle comprising:

a first power source configured for cranking an engine, said first power source comprising a switch configured to electrically couple the first power source to a starter for the engine, said first power source electrically isolated from auxiliary onboard loads;

an essential bus connected to said first power source;

a second power source configured for supplying power to said auxiliary onboard loads;

a non-essential bus connected to said second power source;

a charging subsystem electrically coupled to said first and said second power sources, said charging subsystem configured to supply charging current to said first and said second power sources;

a power transfer device configured to selectively connect said essential bus and said non-essential bus; and

a controller configured to;

maintain said first power source in a substantially fully charged condition;

predict a length of time said second power source is capable of supplying power at a present determined rate to a non-essential onboard load;

determine a sequence and timing of disconnecting non-essential auxiliary onboard loads from said second power source;

supply power to said auxiliary onboard loads from said second power source and disconnect said non-essential auxiliary on-board load from said second power source using the determined sequence and timing; and

supply power to a portion of said auxiliary onboard loads through said essential bus from said second power source using said power transfer device and configured to supply power to a remaining portion of said auxiliary onboard loads through said non-essential bus and wherein said controller is further configured to disconnect said non-essential bus from said second power source after a predetermined amount of electrical discharge from said second power source.

2. A system in accordance with claim 1 wherein said controller is further configured to transfer at least one auxiliary load from the non-essential bus to the essential bus prior to disconnecting said non-essential bus from said second power source.

3. A system in accordance with claim 1 wherein said second power source is configured to supply power to portions of said auxiliary loads through a plurality of non-essential buses and wherein said controller is further configured to disconnect said non-essential buses from said second power source in a predetermined sequence and timing.

4. A system in accordance with claim 1 wherein said first and said second power sources comprise a combination of at least one of an energy battery configured for relatively high energy density, a power battery configured for relatively high power density, a supercapacitor, an electrochemical supercapacitor, and a fuel cell.

5. A system in accordance with claim 1 wherein said first power source comprises a combination of at least one of a power battery and a supercapacitor.

6. A system in accordance with claim 1 wherein said first and said second power sources have substantially similar output voltage, said system further comprising a charging diode coupled between said first and said second power sources, said charging diode configured to permit current flow from said second power source to said first power source while substantially preventing current flow from said first power source to said second power source.

7. A system in accordance with claim 1 wherein said first and said second power sources have different output voltages, said system further comprising a charging regulator coupled between said first and said second power sources, said charging regulator configured to permit current flow from said second power source at a second voltage to said first power source at a first voltage while substantially preventing current flow from said first power source to said second power source.

8. A system in accordance with claim 7 wherein said first voltage is higher than said second voltage and wherein said charging regulator is configured to increase the voltage supplied by the second power source to a voltage greater than or equal to the voltage of the first power source.

9. A method of managing a plurality of power sources, said method comprising:

supplying cranking power to an engine starter from a cranking power source connected to an essential bus and an auxiliary power source connected to a non-essential bus;

preferentially charging the cranking power source after the engine is started;

selectively connecting said essential bus and said non-essential bus through said power transfer device;

securing the engine after a predetermined idling period of time;

supplying power to a portion of a plurality of auxiliary onboard loads through said essential bus from the auxiliary power source using said power transfer device and supplying power to a remaining portion of the plurality of auxiliary onboard loads through said non-essential bus;

predicting a length of time said auxiliary power source is capable of supplying power at a present determined rate to the plurality of non-essential auxiliary onboard loads;

determining a sequence and timing of disconnecting the non-essential auxiliary onboard loads from the auxiliary power source;

disconnecting the plurality of non-essential auxiliary onboard loads from the auxiliary power source using the determined sequence and timing; and

electrically isolating the cranking power source from the auxiliary loads when the engine is secured.

10. A method in accordance with claim 9 further comprising when the engine is secured, charging the cranking power supply from the auxiliary power source.

11. A method in accordance with claim 10 wherein the at least one non-essential bus comprises a plurality of non-essential buses, said method further comprising disconnecting the plurality of non-essential buses from the auxiliary power source is a predetermined sequence based on at least one of a predetermined amount of discharge from the auxiliary power source and a predetermined amount of time.

12. A method in accordance with claim 9 wherein the onboard auxiliary loads comprise an essential bus and at least one non-essential bus, said method further comprising when the engine is secured, disconnecting the at least one non-essential bus from the auxiliary power source after at least one of a predetermined amount of discharge from the auxiliary power source and a predetermined amount of time.

13. A train locomotive comprising:

an engine;

an energy management system comprising;

a first power source comprising a cranking power source configured to supply cranking power to an engine starter and comprising a switch configured to electrically couple the first power source to a starter for the engine, said first power source electrically isolatable from auxiliary onboard loads;

an essential bus connected to said first power source;

a second power source comprising an auxiliary power source configured to supply electrical power to a non essential bus and an essential bus and configured for supplying power to said auxiliary onboard loads;

a non-essential bus connected to said second power source;

a charging subsystem electrically coupled to said first and said second power sources, said charging subsystem configured to supply charging current to said first and said second power sources;

a power transfer device configured to selectively connect said essential bus and said non-essential bus; and

a controller coupled to said first and said second power sources, said controller programmed to;

predict a length of time said second power source is capable of to supply power at a present determined rate to a non-essential onboard load;

determine a sequence and timing of disconnecting non-essential auxiliary loads from the essential bus;

disconnect at least one of the non essential bus and the essential bus from a respective one of said essential and said non-essential buses after at least one of a predetermined time and a predetermined condition of at least one of said essential and said non-essential buses when the engine is not operating;

supply power to a portion of said auxiliary onboard loads through said essential bus from said second power source using said power transfer device and configured to supply power to a remaining portion of said auxiliary onboard loads through said non-essential bus and wherein said controller is further configured to disconnect said non-essential bus from said second power source after a predetermined amount of electrical discharge from said second power source.

14. A locomotive in accordance with claim 13 wherein said auxiliary power source is configured to supply power to said cranking power source when the engine is not operating.

15. A locomotive in accordance with claim 13 wherein said auxiliary power source comprises a fuel cell.

16. A locomotive in accordance with claim 13 wherein said cranking power source comprises at least one of a battery and a supercapacitor.

17. A locomotive in accordance with claim 13 wherein said non-essential bus comprises a plurality of loads and wherein said controller is programmed to disconnect at least some of the plurality of loads from the non-essential bus in sequence based on at least one of a predetermined time and a predetermined power source condition when the engine is not operating.