(19) United States
`(12) Patent Application Publication (10) Pub. No.: US 2003/0150352 A1
`
`
` Kumar (43) Pub. Date: Aug. 14, 2003
`
`US 20030150352A1
`
`(54) HYBRID ENERGY OFF HIGHWAY VEHICLE
`ELECTRIC POWER STORAGE SYSTEM
`
`(57)
`
`ABSTRACT
`
`AND METHOD
`
`(75)
`
`Inventor: Ajith Kumar, Erie, PA (US)
`
`Correspondence Address:
`SENNIGER POWERS LEAVITT AND
`ROEDEL
`ONE METROPOLITAN SQUARE
`16TH FLOOR
`ST LOUIS: MO 63102 (US)
`
`(73) Assignee: General Electric Company
`
`(21) Appl. NO’:
`7
`'
`.
`Flled‘
`(‘2)
`
`10/378’335
`
`Mar. 3’ 2003
`Related U S Application Data
`
`(63) Continuation-impart of application No. 10/033,347)
`filed on Dec. 26 2001.
`’
`(60) Provisional application No. 60/278,975, filed on Mar.
`27, 2001.
`
`Publication Classification
`
`Int. Cl.7 ................................ B61C 3/00; B61C 7/04
`(51)
`(52) US. Cl.
`................................................................ 105/35
`
`An electrical energy capture system for use in connection
`with a hybrid energy off highway vehicle system of a off
`highway vehicle. The hybrid energy off highway vehicle
`system includes an off highway vehicle, a primary power
`source, and an off highway vehicle traction motor propelling
`the off highway vehicle in response to the primary electric
`power. The off highway vehicle traction motor has a
`dynamic braking mode of operation generating electrical
`energy. The electrical energy capture system includes an
`energy management processor carried on the off highway
`vehicle. The capture system also includes an off highway
`vehicle electric generator connected to and driven by the
`primary power source for selectively supplying primary
`electric power, wherein the generator is responsive to said
`processor. An electrical energy storage device is carried on
`a off highway vehicle and is in electrical communication
`with the off highway vehicle traction motor. The storage
`5
`device is responsive to the processor
`selectively stores
`electrical energy generated in the dynamic braking mode,
`and selectively provides secondary electric power from said
`stored electricity electrical energy to the off highway vehicle
`traction'motor. The off highway vehicle traction motor is
`respons1ve to the secondary electr1c power. The processor
`provides a first control signal to the electrical energy storage
`device to control the selective storing of the electrical energy
`generated in the dynamic braking mode, and to control the
`selective providing of secondary electric power to the off
`highway vehicle traction motor. The processor also provides
`a second control signal to the generator for controlling the
`selective supplying of primary electric power to the off
`highway vehicle traction motor.
`
`I _________ l
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`
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`Patent Application Publication Aug. 14, 2003 Sheet 1 0f 25
`
`US 2003/0150352 A1
`
`110
`
`
`
`
`
`
`
` III-I...-
`
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`III-II...lleII-III
`III-II...
`
`
`108(TRACTIONMOTORS)
`
`BMW v. Paice, |PR2020-01299
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`FIG.1A
`
`PRIORART
`
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`Patent Application Publication Aug. 14, 2003 Sheet 2 0f 25
`
`US 2003/0150352 A1
`
`(\I
`+4——————-N—————-————————+I
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`
`mvN‘
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`—
`
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`
`/—110
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`
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`Patent Application Publication Aug. 14, 2003 Sheet 3 0f 25
`
`US 2003/0150352 A1
`
`
` 110
`SOURCE
`POWER
`
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`
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`
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`
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`Patent Application Publication Aug. 14, 2003 Sheet 4 0f 25
`
`US 2003/0150352 A1
`
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`
`Page 5 of 44
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`

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`Patent Application Publication Aug. 14, 2003 Sheet 5 0f 25
`
`US 2003/0150352 A1
`
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`Page 6 of 44
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`
`
`
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`

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`Page 7 of 44
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`Patent Application Publication Aug. 14, 2003 Sheet 7 0f 25
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`US 2003/0150352 A1
`
`FIG. 6A
`
`500°
`
`3000
`
`1000
`
`-1000
`
`-3000
`
`power
`
`
`
`POWER
`
`APPLIED TO
`MOTOR
`
`0
`
`DYNAMIC
`
`BRAKING
`
`—
`
`0
`5O 0— TIME —->
`
`storage power possible
`
`600
`
`400
`
`200
`
`—200
`
`—400
`
`—600
`
`
`
`
`
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`Patent Application Publication Aug. 14, 2003 Sheet 8 0f 25
`
`US 2003/0150352 A1
`
`F3|C3. (SC)
`
`charge power
`
`
`
`F:|C3. ESE)
`
`12000
`
`stored energy
`
`710000
`
`8000
`
`6000
`
`2000
`
`4000
`
`-2000
`
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`Patent Application Publication Aug. 14, 2003 Sheet 9 0f 25
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`US 2003/0150352 A1
`
`FIG. 7A
`
`power
`
`5000
`
`
`
`-3000
`
`3000
`
`1000
`
`-1000 II
`
`-5000
`
`FIG. 7B storage power possible
`
`600
`
`400
`
`200’
`
`O
`
`—200
`
`-400
`
`—600
`
`
`
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`Patent Application Publication Aug. 14, 2003 Sheet 10 0f 25
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`US 2003/0150352 A1
`
`FIG . 7C
`
`charge power
`
`600
`
`
`
`
`
`Energy Management System
`Prevents Complete
`Discharge In View Of
`Anticipated Demand
`
`Page 11 of 44
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`Patent Application Publication Aug. 14, 2003 Sheet 11 0f 25
`
`US 2003/0150352 A1
`
`FIG. 8A
`
`power
`
`5000
`
`
`
`-3000
`
`3000
`
`1000
`
`—1000
`
`—5000
`
`FIG. 8B
`
`storage power possible
`
`
`
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`Patent Application Publication Aug. 14, 2003 Sheet 12 0f 25
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`US 2003/0150352 A1
`
`FIG_ 8C
`
`charge power
`
`600
`
`
`
`FIG. 8D
`
`stored energy
`
`12000
`
`10000
`
`8000
`
`6000
`
`4000
`
`2000
`
`0
`
`-2000
`
`
`
`Page 13 of 44
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`Patent Application Publication Aug. 14, 2003 Sheet 13 0f 25
`
`US 2003/0150352 A1
`
`reqd
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`Page 14 of 44
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`Patent Application Publication Aug. 14, 2003 Sheet 14 0f 25
`
`US 2003/0150352 A1
`
`FIG.9A
`
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`(D
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`Page 15 of 44
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`Patent Application Publication Aug. 14, 2003 Sheet 15 0f 25
`
`US 2003/0150352 A1
`
`m0<mOHm
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`Page 16 of 44
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`

`Patent Application Publication Aug. 14, 2003 Sheet 16 0f 25
`
`US 2003/0150352 A1
`
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`Page 17 of 44
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`Patent Application Publication Aug. 14, 2003 Sheet 17 0f 25
`
`US 2003/0150352 A1
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`
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`Page 18 of 44
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`Patent Application Publication Aug. 14, 2003 Sheet 18 0f 25
`
`US 2003/0150352 A1
`
`FIG.9E
`
`Page 19 of 44
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`Patent Application Publication Aug. 14, 2003 Sheet 19 0f 25
`
`US 2003/0150352 A1
`
`UJ
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`Page 20 of 44
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`Patent Application Publication Aug. 14, 2003 Sheet 20 0f 25
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`US 2003/0150352 A1
`
`
`
`FIG.96
`
`Page 21 of 44
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`Patent Application Publication Aug. 14, 2003 Sheet 21 0f 25
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`US 2003/0150352 A1
`
`10A
`
`FIG.
`
`Page 22 of 44
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`Patent Application Publication Aug. 14, 2003 Sheet 22 0f 25
`
`US 2003/0150352 Al
`
`N
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`Page 23 of 44
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`Patent Application Publication Aug. 14, 2003 Sheet 23 0f 25
`
`US 2003/0150352 A1
`
` N
`+¢—————NV.
`
` FIG.10C
`
`Page 24 of 44
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`Patent Application Publication Aug. 14, 2003 Sheet 24 0f 25
`
`US 2003/0150352 A1
`
`______________
`
`ENERGY
`
`SOURCE
`
`.............
`
`CONTROLLER
`TRANSFER
`SWITCH
`
`FIG.11
`
`Page 25 of 44
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`Patent Application Publication Aug. 14, 2003 Sheet 25 0f 25
`
`US 2003/0150352 A1
`
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`Page 26 of 44
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`
`
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`

`

`US 2003/0150352 A1
`
`Aug. 14, 2003
`
`HYBRID ENERGY OFF HIGHWAY VEHICLE
`ELECTRIC POWER STORAGE SYSTEM AND
`METHOD
`
`CROSS REFERENCE TO RELATED
`APPLICATIONS
`
`[0001] The invention of the present application is a Con-
`tinuation-in-Part that claims of US. patent application Ser.
`No. 10/033,347,
`filed on Dec. 26, 2001, and entitled
`“HYBRID ENERGY LOCOMOTIVE POWER STORAGE
`
`SYSTEM”, which claims priority from US. Provisional
`Application Serial No. 60/278,975, filed on Mar. 27, 2001,
`the entire disclosure of which is incorporated herein by
`reference.
`
`following commonly owned, co-pending
`[0002] The
`applications are related to the present application and are
`incorporated herein by reference:
`
`[0003] Attorney docket 4066CIP/GETS 5290.2, filed on
`Mar. 3, 2003, and entitled “HYBRID ENERGY OFF HIGH-
`WAY VEHICLE POWER MANAGEMENT SYSTEM
`AND METHOD”;
`
`[0004] US. patent application Ser. No. 10/033,172, filed
`on Dec. 26, 2001, and entitled “HYBRID ENERGY
`POWER MANAGEMENT SYSTEM AND METHOD”,
`allowed Dec. 23, 2002;
`
`[0005] US. patent application Ser. No. 10/033,347, filed
`on Dec. 26, 2001, and entitled “HYBRID ENERGY LOCO-
`MOTIVE POWER STORAGE SYSTEM”;
`
`[0006] US. patent application Ser. No. 10/033,191, filed
`on Dec. 26, 2001, and entitled “HYBRID ENERGY LOCO-
`MOTIVE SYSTEM AND METHOD”; and
`
`[0007] US. patent application Ser. No. 10/032,7l4, filed
`on Dec. 26, 2001, and entitled “LOCOMOTIVE ENERGY
`TENDER”.
`
`FIELD OF THE INVENTION
`
`[0008] The invention relates generally to energy manage-
`ment systems and methods for use in connection with a
`large, Off-Highway Vehicle such as a railway locomotive,
`mining truck or excavator. In particular, the invention relates
`to a system and method for managing the storage and
`transfer of electrical energy, such as dynamic braking energy
`or excess prime mover power, produced by Off-Highway
`Vehicles driven by electric traction motors.
`
`BACKGROUND OF THE INVENTION
`
`[0009] FIG. 1A is a block diagram of an exemplary prior
`art Off Highway Vehicle. In particular, FIG. 1A generally
`reflects a typical prior art diesel-electric Off Highway
`Vehicle. Off Highway Vehicles include locomotives and
`mining trucks and excavators, where mining trucks and
`excavators range from 100-ton capacity to 400-ton capacity,
`but may be smaller or larger. Off Highway Vchiclcs typically
`have a power weight ratio of less than 10 hp. per ton with
`a ratio of 5 hp. per ton being common. Off Highway
`Vchiclcs typically also utilizc dynamic or electric braking.
`This is in contrast to a vehicle such as a passenger bus that
`has a ratio of 15 hp. per ton or more and utilizes mechanical
`or resistive braking.
`
`Page 27 of 44
`Page 27 0f 44
`
`[0010] As illustrated in FIG. 1A, the Off Highway Vehicle
`100 includes a diesel primary power source 102 driving an
`alternator/rectifier 104. As is generally understood in the art,
`the alternator/rectifier 104 provides DC electric power to an
`inverter 106 that converts the AC electric power to a form
`suitable for use by a traction motor 108. One common Off
`Highway Vehicle configuration includes one inverter/trac-
`tion motor per wheel 109, with two wheels 109 comprising
`the equivalent of an axle (not shown). Such a configuration
`results in one or two inverters per Off Highway Vehicle.
`FIG. 1A illustrates a single inverter 106 and a single traction
`motor 108 for convenience. By way of example,
`large
`excavation dump trucks may employ motorized wheels such
`as the GEB23TM AC motorized wheel employing the
`GE150ACTM drive system (both of which are available from
`the assignee of the present system).
`
`[0011] Strictly speaking, an inverter converts DC power to
`AC power. A rectifier converts AC power to DC power. The
`term “converter” is also sometimes used to refer to inverters
`
`and rectifiers. The electrical power supplied in this manner
`may be referred to as prime mover power (or primary
`electric power) and the alternator/rectifier 104 may be
`referred to as a source of prime mover power. In a typical AC
`diesel-electric Off Highway Vehicle application,
`the AC
`electric power from the alternator is first rectified (converted
`to DC). The rectified AC is thereafter inverted (e.g., using
`power electronics such as Insulated Gate Bipolar Transistors
`(IGBTs) or thyristors operating as pulse width modulators)
`to provide a suitable form of AC power for the respective
`traction motor 108.
`
`[0012] As is understood in the art, traction motors 108
`provide the tractive power to move Off IIighway Vehicle
`100 and any other vehicles, such as load vehicles, attached
`to Off Highway Vehicle 100. Such traction motors 108 may
`be an AC or DC electric motors. When using DC traction
`motors, the output of the alternator is typically rectified to
`provide appropriate DC power. When using AC traction
`motors, the alternator output is typically rectified to DC and
`thereafter inverted to three-phase AC before being supplied
`to traction motors 108.
`
`[0013] The traction motors 108 also provide a braking
`force for controlling speed or for slowing Off Highway
`Vehicle 100. This is commonly referred to as dynamic
`braking, and is generally understood in the art. Simply
`stated, when a traction motor 108 is not needed to provide
`motivating force, it can be reconfigured (via power switch-
`ing devices) so that the motor operates as an electric power
`generator. So configured, the traction motor 108 generates
`electric energy which has the effect of slowing the Off
`Highway Vehicle. In prior art Off Highway Vehicles, such as
`illustrated in FIG. 1A, the energy generated in the dynamic
`braking mode is typically transferred to resistance grids 110
`mounted on the vehicle housing. Thus, the dynamic braking
`energy is converted to heat and dissipated from the system.
`Such electric energy generated in the dynamic braking mode
`is typically wasted.
`
`It should be noted that, in a typical prior art DC
`[0014]
`hybrid vehicle, the dynamic braking grids 110 are connected
`to the traction motors 108. In a typical prior art AC hybrid
`vehicle, however, the dynamic braking grids are connected
`to the DC traction bus 122 because each traction motor 108
`
`is normally connected to the bus by way of an associated
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`US 2003/0150352 A1
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`Aug. 14, 2003
`
`inverter 106 (see FIG. 13). FIG. 1A generally illustrates an
`AC hybrid vehicle with a plurality of traction motors; a
`single inverter is depicted for convenience.
`
`[0015] FIG. 13 is an electrical schematic of a typical prior
`art Oif Highway Vehicle 100. It is generally known in the art
`to employ a single electrical energy source 102, however,
`two or more electrical energy sources may be employed. In
`the case of a single electrical energy source, a diesel engine
`102 coupled to an alternator 104 provides the primary source
`power 104. In the case where two or more electrical energy
`sources 102 are provided, a first system comprises the prime
`mover power system that provides power to the traction
`motors 108. A second system (not shown) provides power
`for so-called auxiliary electrical systems (or simply auxil-
`iaries). Such an auxiliary system may be derived as an
`output of the alternator, from the DC output, or from a
`separate alternator driven by-the primary power source. For
`example, in FIG. 13, a diesel engine 102 drives the prime
`mover power source 104 (e. g., an alternator and rectifier), as
`well as any auxiliary alternators (not illustrated) used to
`power various auxiliary electrical subsystems such as, for
`example, lighting, air conditioning/heating, blower drives,
`radiator fan drives, control battery chargers, field exciters,
`power steering, pumps, and the like. The auxiliary power
`system may also receive power from a separate axle driven
`generator. Auxiliary power may also be derived from the
`traction alternator of prime mover power source 104.
`
`[0016] The output of prime mover power source 104 is
`connected to a DC bus 122 that supplies DC power to the
`traction motor subsystems 124A-124B. The DC bus 122
`may also be referred to as a traction bus 122 because it
`carries the power used by the traction motor subsystems. As
`explained above, a typical prior art diesel-electric Off High-
`way Vehicle includes two traction motors 108, one per each
`wheel 109, wherein the two wheels 109 operate as an axle
`assembly, or axle-equivalent. However, a system may be
`also be configured to include a single traction motor per axle
`or configured to include four traction motors, one per each
`wheel 109 of a two axle-equivalent four-wheel vehicle. In
`FIG. 1B, each traction motor subsystem 124A and 124B
`comprises an inverter (e.g., inverter 106A and 106B) and a
`corresponding traction motor (e.g., traction motor 108A and
`108B, respectively).
`
`[0017] During braking, the power generated by the trac-
`tion motors 108 is dissipated through a dynamic braking grid
`subsystem 110. As illustrated in FIG. 1B, a typical prior art
`dynamic braking grid subsystem 110 includes a plurality of
`contactors (e.g., DRl-DRS) for switching a plurality of
`power resistive elements between the positive and negative
`rails of the DC bus 122. Each vertical grouping of resistors
`may be referred to as a string. One or more power grid
`cooling blowers (e.g., BLl and BL2) are normally used to
`remove heat generated in a string due to dynamic braking.
`It is also understood that these contactors (DB1-DB5) can be
`replaced by solid-state switches like GTO/IGBTs and can be
`modulated (like a chopper) to control the effective dynamic
`brake resistance.
`
`[0018] As indicated above, prior art Off Highway Vehicles
`typically waste the energy generated from dynamic braking.
`Attempts to make productive use of such energy have been
`unsatisfactory. For example, one system attempts to use
`energy generated by a traction motor 108 in connection with
`
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`
`an electrolysis cell to generate hydrogen gas as a supple-
`mental fuel source. Among the disadvantages of such a
`system are the safe storage of the hydrogen gas and the need
`to carry water for the electrolysis process. Still other prior art
`systems fail to recapture the dynamic braking energy at all,
`but rather selectively engage a special generator that oper—
`ates when the associated vehicle travels downhill. One of the
`
`reasons such a system is unsatisfactory is because it fails to
`recapture existing braking energy and fails to make the
`captured energy available for reuse on board the Off High-
`way Vehicle.
`
`[0019] Therefore, there is a need for an energy manage-
`ment system and method that control when energy is cap-
`tured and stored, and when such energy is regenerated for
`later use.
`
`SUMMARY OF THE INVENTION
`
`In one aspect, the invention relates to a hybrid
`[0020]
`energy off highway vehicle power storage system and
`method. The off highway vehicle system includes an off
`highway vehicle having a plurality of vehicle wheels. An off
`highway vehicle traction motor is associated with one of the
`plurality of vehicle wheels and has a rotatable shaft
`mechanically coupled to the one of the plurality of vehicle
`wheels. A primary power source is carried on the off
`highway vehicle. The off highway vehicle has an energy
`management processor. An electric power generator is car-
`ried on the off highway vehicle and is responsive to said
`processor. The generator is connected to and driven by the
`primary power source for generating and selectively sup-
`plying primary electric power to the oif highway vehicle
`traction motor. The off highway vehicle traction motor is
`operable in response to the primary electric power to rotate
`the rotatable shaft and to drive the one of the plurality of
`vehicle wheels. The off highway vehicle traction motor has
`a dynamic braking mode of operation wherein the off
`highway vehicle traction motor generates electrical energy
`in the form of electricity. An electrical energy capture
`system is carried on the off highway vehicle. The capture
`system is responsive to said processor and in electrical
`communication with the oif highway vehicle traction motor
`for selectively storing electrical energy generated in the
`dynamic braking mode and selectively providing secondary
`electric power from said stored electrical energy to the
`traction motor to selectively supplement the primary electric
`power with the secondary electric power so that said off
`highway vehicle traction motor is operable in response to the
`primary off highway vehicle power and the secondary
`electric power. The processor provides a first control signal
`to the capture system to control the selective storing of
`electrical energy generated in the dynamic braking mode
`and to control the selective providing of secondary electric
`power to the off highway vehicle traction motor to supple-
`ment the primary electric power. The processor also pro-
`vides a second control signal to the generator for controlling
`the selective supplying of primary electric power to the off
`highway vehicle traction motor.
`
`In another aspect, the invention relates to a hybrid
`[0021]
`energy off highway vehicle system for use in connection
`with a off highway vehicle for propelling the off highway
`vehicle. The system includes a primary power source carried
`on the off highway vehicle and an energy management
`processor. Apower converter is driven by the primary power
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`US 2003/0150352 A1
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`Aug. 14, 2003
`
`source and selectively provides primary electric power. The
`power converter is responsive to the energy management
`processor. A traction bus is coupled to the power converter
`and carries the primary electric power. An off highway
`vehicle traction system is coupled to the traction bus. The
`traction system has a motoring mode and a dynamic braking
`mode. The traction system propels the off highway vehicle
`in response to the primary electric power in the motoring
`mode and generates electrical energy in the dynamic braking
`mode. An electrical energy storage system is carried on the
`off highway vehicle and is responsive to the processor. The
`electrical energy storage system is coupled to the traction
`bus and selectively captures electrical energy generated by
`the off highway vehicle traction system in the dynamic
`braking mode. The storage system selectively transfers the
`captured electrical energy as secondary electric power to the
`off highway vehicle traction system to augment the primary
`electric power in the motoring mode. The off highway
`vehicle traction system propels the off highway vehicle in
`response to the secondary electric power. The processor
`provides a first control signal to the electrical energy storage
`system to control the selective storing of electrical energy
`generated in the dynamic braking mode and to control the
`selective providing of secondary electric power to the off
`highway vehicle traction motor to supplement the primary
`electric power, and provides a second control signal to the
`power converter for controlling the selective supplying of
`primary electric power to the off highway vehicle traction
`motor.
`
`In yet another aspect, the invention relates to an
`[0022]
`electrical energy capture system for use in connection with
`a hybrid energy off highway vehicle system of an off
`highway vehicle. The hybrid energy off highway vehicle
`system includes an off highway vehicle, a primary power
`source, an vehicle electric generator connected to and driven
`by the primary power source for selectively supplying
`primary electric power, and an off highway vehicle traction
`motor propelling the off highway vehicle in response to the
`primary electric power. The off highway vehicle traction
`motor has a dynamic braking mode of operation generating
`electrical energy. The electrical energy capture system
`includes an energy management processor carried on the off
`highway vehicle. An electrical energy storage device is
`carried on the off highway vehicle and is in electrical
`communication with the off highway vehicle traction motor.
`The storage device is responsive to the processor, selectively
`stores electrical energy generated in the dynamic braking
`mode, and selectively provides secondary electric power
`from said stored electricity electrical energy to the off
`highway vehicle traction motor. The off highway vehicle
`traction motor is responsive to the secondary electric power.
`The processor provides a first control signal to the electrical
`energy storage device to control the selective storing of the
`electrical energy generated in the dynamic braking mode,
`and to control the selective providing of secondary electric
`power to the off highway vehicle traction motor.
`BRIEF DESCRIPTION OF THE DRAWINGS
`
`[0023] FIG. 1A is a block diagram of a prior art Off
`Highway Vehicle.
`[0024] FIG. 1B is an electrical schematic of a prior art AC
`diesel—electric Off Highway Vehicle.
`[0025] FIG. 2 is a block diagram of one embodiment of
`hybrid energy Off Highway Vehicle system.
`
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`
`[0026] FIG. 3 is a block diagram of one embodiment of
`hybrid energy Off Highway Vehicle system configured with
`a fuel cell and a load vehicle.
`
`[0027] FIG. 4 is a block diagram illustrating one embodi—
`ment of an energy storage and generation system suitable for
`use in connection with hybrid energy Off Highway Vehicle
`system.
`
`[0028] FIG. 5 is a block diagram illustrating an energy
`storage and generation system suitable for use in a hybrid
`energy Off Highway Vehicle system, including an energy
`management system for controlling the storage and regen—
`eration of energy.
`
`FIGS. 6A-6D are timing diagrams that illustrate
`[0029]
`one embodiment of an energy management system for
`controlling the storage and regeneration of energy, including
`dynamic braking energy.
`
`FIGS. 7A-7D are timing diagrams that illustrate
`[0030]
`another embodiment energy management system for con-
`trolling the storage and regeneration of energy, including
`dynamic braking energy.
`
`FIGS. 8A-8E are timing diagrams that illustrate
`[0031]
`another embodiment energy management system for con-
`trolling the storage and regeneration of energy, including
`dynamic braking energy.
`
`FIGS. 9A-9G are electrical schematics illustrating
`[0032]
`several embodiments of an electrical system suitable for use
`in connection with a hybrid energy vehicle.
`
`FIGS. 10A-10C are electrical schematics illustrat-
`[0033]
`ing additional embodiments of an electrical system suitable
`for use in connection with a hybrid energy vehicle.
`
`[0034] FIG. 11 is an electrical schematic that illustrates
`one embodiment of connecting electrical storage elements.
`
`[0035] FIG. 12 is a flow chart that illustrates one method
`of operating a hybrid energy Off IIighway Vehicle system.
`
`[0036] Corresponding reference characters and designa-
`tions generally indicate corresponding parts throughout the
`drawings.
`
`DETAILED DESCRIPTION OF ASPECTS OF
`THE INVENTION
`
`[0037] FIG. 2 is a block diagram of one embodiment of a
`hybrid energy Off Highway Vehicle system 200. In this
`embodiment, the hybrid energy Off Highway Vehicle system
`preferably captures and regenerates at least a portion of the
`dynamic braking electric energy generated when the vehicle
`traction motors operate in a dynamic braking mode.
`
`[0038] The Off Highway Vehicle system includes an Off
`Highway Vehicle 200 having a primary energy source 104.
`In some embodiments, a power converter is driven by the
`primary energy source 102 and provides primary electric
`power. Atraction bus 122 is coupled to the power converter
`and carries the primary electric power. A traction drive 108
`is coupled to the traction bus 122. The traction drive 108 has
`a motoring mode in which the traction drive is responsive to
`the primary electric power for propelling the Off Highway
`Vehicle 200. The traction drive 108 has a dynamic braking
`mode of operation wherein the traction drive generates
`dynamic braking electrical energy. An energy management
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`US 2003/0150352 A1
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`Aug. 14, 2003
`
`system 206 comprises an energy management processor (not
`shown), The energy management system 206 determines a
`power storage parameter and a power transfer parameter. An
`energy capture and storage system 204 is responsive to the
`energy management system 206. The energy capture and
`storage system 204 selectively stores electrical energy as a
`function of the power storage parameter. The energy capture
`and storage system 204 selectively supplies secondary elec-
`tric power from the electrical energy stored therein as a
`function of the power transfer parameter.
`
`In one embodiment, the energy capture and storage
`[0039]
`system 204 selectively receives electrical power generated
`during the dynamic braking mode of operation and stores it
`for later regeneration and use.
`In the alternative or
`in
`addition to receiving and storing dynamic braking power,
`energy capture and storage system 204 can also be con-
`structed and arranged to receive and store power from other
`sources. For example, excess prime mover power from
`primary energy source 104 can be transferred and stored.
`Similarly, when two or more Off Highway Vehicles 200
`operate in tandem and are electrically coupled, excess power
`from one of the Off Highway Vehicles can be transferred and
`stored in energy capture and storage system 204. Also, a
`separate primary energy source 102 (e.g., diesel generator,
`fuel cell, trolley line, etc.) can be used to supply a charging
`voltage (e.g., a constant charging voltage) to energy capture
`and storage system 204. Stil