The present invention concerns a method and system for reducing the electric power consumption of a railway system comprising at least one catenary, trains and at least one substation connected to sections of catenary and providing electric power to the catenary, wherein during the braking of the trains, the braking trains provide electric power to the catenary. The substation is associated to one device for reducing the electric power consumption and the invention: detects the presence of a braking train in one of the section connected to the substation, interrupts the electric power provided by the substation to the catenary if the presence of the braking train is detected, detects the absence of braking trains in each section connected to the substation, means for enabling the electric power to be provided by the substation to the catenary if the absence of braking trains is detected.

The present invention concerns a method and system for reducing the electric power consumption of a railway system comprising at least one catenary, trains and at least one substation connected to sections of catenary and providing electric power to the catenary, wherein during the braking of the trains, the braking trains provide electric power to the catenary. The substation is associated to one device for reducing the electric power consumption and the invention: detects the presence of a braking train in one of the section connected to the substation, interrupts the electric power provided by the substation to the catenary if the presence of the braking train is detected, detects the absence of braking trains in each section connected to the substation, means for enabling the electric power to be provided by the substation to the catenary if the absence of braking trains is detected.

The present invention concerns a method and system for reducing the electric power consumption of a railway system comprising at least one catenary, trains and at least one substation connected to sections of catenary and providing electric power to the catenary, wherein during the braking of the trains, the braking trains provide electric power to the catenary. The substation is associated to one device for reducing the electric power consumption and the invention: detects the presence of a braking train in one of the section connected to the substation, interrupts the electric power provided by the substation to the catenary if the presence of the braking train is detected, detects the absence of braking trains in each section connected to the substation, means for enabling the electric power to be provided by the substation to the catenary if the absence of braking trains is detected.

This invention relates to a wireless vehicle recharging apparatus for an energy storage element of a vehicle. The apparatus has at least one drive unit arrangement coupled to at least one drive coil arrangement disposed for generating a magnetic field extending from the drive coil arrangement, and includes a corresponding vehicle-mounted pickup coil arrangement coupled to a power conditioning circuit arrangement for receiving the extending magnetic field. The drive unit arrangement is operable to excite the drive coil arrangement at a fundamental frequency and the drive coil arrangement is implemented to be substantially devoid of ferromagnetic components for providing a path for the extending magnetic field. Additional aspects of the invention relate to vehicle power coupling apparatus including pickup coil arrangements.

This invention relates to a wireless vehicle recharging apparatus for an energy storage element of a vehicle. The apparatus has at least one drive unit arrangement coupled to at least one drive coil arrangement disposed for generating a magnetic field extending from the drive coil arrangement, and includes a corresponding vehicle-mounted pickup coil arrangement coupled to a power conditioning circuit arrangement for receiving the extending magnetic field. The drive unit arrangement is operable to excite the drive coil arrangement at a fundamental frequency and the drive coil arrangement is implemented to be substantially devoid of ferromagnetic components for providing a path for the extending magnetic field. Additional aspects of the invention relate to vehicle power coupling apparatus including pickup coil arrangements.

Embodiments include apparatus and methods for implementing lane charging for a roadway. A road segment in a geographic region is identified from a geographic database. The road segment may be identified based on the geographic position of a vehicle. A lane charging management device receives real time data related to the vehicle, the environment, or the electricity associated with the charging station. A lane charging command for a charging device associated with the road segment is generated in response to the real time data.

Embodiments include apparatus and methods for implementing lane charging for a roadway. A road segment in a geographic region is identified from a geographic database. The road segment may be identified based on the geographic position of a vehicle. A lane charging management device receives real time data related to the vehicle, the environment, or the electricity associated with the charging station. A lane charging command for a charging device associated with the road segment is generated in response to the real time data.

An inductive power transfer system (10) for roadways includes at least one drive unit arrangement (50) coupled to at least one drive coil arrangement (40) disposed along a roadway (20) for generating a magnetic field extending upwardly from the roadway (20), and at least one vehicle (30) including a corresponding pickup coil arrangement (60) coupled to a power conditioning circuit arrangement (80, 200) for receiving the extending magnetic field for providing power to operate the at least one vehicle (30). The at least one drive unit arrangement (50) is operable to excite, for example at resonance, the at least one drive coil arrangement (40) at a fundamental frequency (f.sub.0) of at least 30 kHz, preferably at least 50 kHz, more preferably at least 100 kHz, and most preferably at least 140 kHz. The at least one drive coil arrangement (40) is implemented to be substantially devoid of ferromagnetic components for providing a path for the extending magnetic field. Optionally, the at least one drive unit arrangement (50) is operable to employ a balanced class-E amplifier arrangement for exciting the at least one drive coil arrangement (40) at the fundamental frequency (f.sub.0). Optionally, the at least one drive unit arrangement (50) is operable to employ one or more Silicon Carbide semiconductor devices for switching the currents provided to the corresponding at least one drive coil arrangement (40). Optionally, there is further included a passive and/or active suppression arrangement (100, 110, 120, 130, 140) for suppressing harmonic magnetic field components generated by the system (10) at multiples of the fundamental frequency (f.sub.0) when in operation.

An inductive power transfer system (10) for roadways includes at least one drive unit arrangement (50) coupled to at least one drive coil arrangement (40) disposed along a roadway (20) for generating a magnetic field extending upwardly from the roadway (20), and at least one vehicle (30) including a corresponding pickup coil arrangement (60) coupled to a power conditioning circuit arrangement (80, 200) for receiving the extending magnetic field for providing power to operate the at least one vehicle (30). The at least one drive unit arrangement (50) is operable to excite, for example at resonance, the at least one drive coil arrangement (40) at a fundamental frequency (f.sub.0) of at least 30 kHz, preferably at least 50 kHz, more preferably at least 100 kHz, and most preferably at least 140 kHz. The at least one drive coil arrangement (40) is implemented to be substantially devoid of ferromagnetic components for providing a path for the extending magnetic field. Optionally, the at least one drive unit arrangement (50) is operable to employ a balanced class-E amplifier arrangement for exciting the at least one drive coil arrangement (40) at the fundamental frequency (f.sub.0). Optionally, the at least one drive unit arrangement (50) is operable to employ one or more Silicon Carbide semiconductor devices for switching the currents provided to the corresponding at least one drive coil arrangement (40). Optionally, there is further included a passive and/or active suppression arrangement (100, 110, 120, 130, 140) for suppressing harmonic magnetic field components generated by the system (10) at multiples of the fundamental frequency (f.sub.0) when in operation.

A method and device for dynamically adjusting train interval based on wide-area interlocking control, and a computer-readable storage medium. The method includes: (1) dynamically managing trains; (2) identifying a following relationship; if there is a following relationship, performing step (3), otherwise, controlling the train using existing control technology; (3) identifying weather; if the thunderstorm weather occurs, performing step (4); otherwise, adjusting the train interval by existing control technology; (4) acquiring operation states of a wireless communication system, traction power grid, traction drive system and train control system in real time; if the operation conditions are normal, performing step (5), otherwise, performing step (6); (5) independently analyzing the safety of actual following distance by the preceding and following trains in real time; performing interlocking control according to analysis results; and (6) activating a fail-safe interlocking control module to ensure dynamic and safe control of the train interval.