A railroad system includes a first vehicle and a second vehicle. The first vehicle includes a drive-part, an inverter, an electric storage device, and a control part. The control part controls feasibility of charge or discharge of the electric storage device based on a detection value of any of a charge accumulation amount of the electric storage device, a distance between the first vehicle and the second vehicle, or a voltage value of a power line. When it is assumed that the detection value when charge or discharge of the electric storage device is switched from an allowable state to a prohibited state is a first set value, and the detection value when charge or discharge of the electric storage device is switched from a prohibited state to an allowable state is a second set value, the first set value and the second set value are different from each other.

A railroad system includes a first vehicle and a second vehicle. The first vehicle includes a drive-part, an inverter, an electric storage device, and a control part. The control part controls feasibility of charge or discharge of the electric storage device based on a detection value of any of a charge accumulation amount of the electric storage device, a distance between the first vehicle and the second vehicle, or a voltage value of a power line. When it is assumed that the detection value when charge or discharge of the electric storage device is switched from an allowable state to a prohibited state is a first set value, and the detection value when charge or discharge of the electric storage device is switched from a prohibited state to an allowable state is a second set value, the first set value and the second set value are different from each other.

A system includes one or more processors and memory storing processor-executable instructions that cause the one or more processors to perform operations. The operations include generating a driving strategy for a traveling route of a train based on saved data in the system, the train comprising at least one diesel-electric locomotive (DEL) and at least one battery-electric locomotive (BEL); operating the train according to the driving strategy; receiving update data; revising the driving strategy based on the saved data and the update data including: determining an amount of energy for the train to traverse a segment of the traveling route based on the driving strategy and the update data, and determining a distribution of the amount of energy between the at least one DEL and the at least one BEL based on the driving strategy and the update data; and operating the train according to the revised driving strategy.

A system includes one or more processors and memory storing processor-executable instructions that cause the one or more processors to perform operations. The operations include generating a driving strategy for a traveling route of a train based on saved data in the system, the train comprising at least one diesel-electric locomotive (DEL) and at least one battery-electric locomotive (BEL); operating the train according to the driving strategy; receiving update data; revising the driving strategy based on the saved data and the update data including: determining an amount of energy for the train to traverse a segment of the traveling route based on the driving strategy and the update data, and determining a distribution of the amount of energy between the at least one DEL and the at least one BEL based on the driving strategy and the update data; and operating the train according to the revised driving strategy.

A mobile energy supply system may include a fuel source, an energy converter, and a transfer device. The fuel source may be disposed onboard a vehicle chassis and may hold a supply of a fuel. The energy converter may be disposed onboard the vehicle chassis and may convert at least a portion of the supply of the fuel from the fuel source into electric energy. The transfer device may be disposed onboard the vehicle chassis and be electrically couplable to a propulsion vehicle. The transfer device may transfer the electric energy from the energy converter offboard of the vehicle chassis and to the propulsion vehicle for powering a propulsion system of the propulsion vehicle.

A mobile energy supply system may include a fuel source, an energy converter, and a transfer device. The fuel source may be disposed onboard a vehicle chassis and may hold a supply of a fuel. The energy converter may be disposed onboard the vehicle chassis and may convert at least a portion of the supply of the fuel from the fuel source into electric energy. The transfer device may be disposed onboard the vehicle chassis and be electrically couplable to a propulsion vehicle. The transfer device may transfer the electric energy from the energy converter offboard of the vehicle chassis and to the propulsion vehicle for powering a propulsion system of the propulsion vehicle.

An electricity-generating system is configured to be carried on a trailer having a chassis. The electricity-generating system is of modular construction and includes a fluid storage module including a fluid storage device, and an electricity-generating module including an electricity-generating device configured to produce electricity from the fluid or fluids stored in the fluid storage device. The fluid storage module and the electricity-generating module are configured to be mounted on the chassis of the trailer. The fluid storage module is configured to be mounted in a removable manner on the chassis separately from the electricity-generating module.

A train control system minimizes in-train forces in a train with a hybrid consist including a diesel-electric locomotive and a battery electric locomotive. The train control system includes a virtual in-train forces modeling engine configured to simulate in-train forces and train operational characteristics using physics-based equations, kinematic or dynamic modeling of behavior of the train or components of the train when the train is accelerating, and inputs derived from stored historical contextual data characteristic of the train, and a virtual in-train forces model database configured to store in-train forces models. Each of the in-train forces models includes a mapping between combinations of the stored historical contextual data and corresponding simulated in-train forces and train operational characteristics that occur when the consist is changing speed. An energy management system determines an easing function of tractive effort vs. time that will minimize the in-train forces created by changes in tractive effort responsive to power notch changes in a diesel-electric locomotive, and commands execution of the easing function by a battery electric locomotive based at least in part on an in-train forces model with simulated in-train forces and train operational characteristics that fall within a predetermined acceptable range of values.

A train control system minimizes in-train forces in a train with a hybrid consist including a diesel-electric locomotive and a battery electric locomotive. The train control system includes a virtual in-train forces modeling engine configured to simulate in-train forces and train operational characteristics using physics-based equations, kinematic or dynamic modeling of behavior of the train or components of the train when the train is accelerating, and inputs derived from stored historical contextual data characteristic of the train, and a virtual in-train forces model database configured to store in-train forces models. Each of the in-train forces models includes a mapping between combinations of the stored historical contextual data and corresponding simulated in-train forces and train operational characteristics that occur when the consist is changing speed. An energy management system determines an easing function of tractive effort vs. time that will minimize the in-train forces created by changes in tractive effort responsive to power notch changes in a diesel-electric locomotive, and commands execution of the easing function by a battery electric locomotive based at least in part on an in-train forces model with simulated in-train forces and train operational characteristics that fall within a predetermined acceptable range of values.

A locomotive, a first chopper circuit, and a second chopper circuit integrating a traction motor with an energy storage device are disclosed. The locomotive includes a prime mover, an energy management device, a DC power bus, a traction motor, an energy storage device, a resistor grid, and a chopper circuit. Each chopper circuit is controlled by the energy management device and includes a plurality of power semiconductors with variable switching frequency. The traction motor may be capable of operating in a motoring mode, where power is controllably supplied by either the prime mover and/or the energy storage device; and a dynamic braking mode, where generated power is controllably allocated to the energy storage device and/or the resistor grid.