An auxiliary power supply system for an electric motor of an electric vehicle, comprising supercapacitors to generate a first auxiliary power supply, batteries to generate a second auxiliary power supply, one single common bidirectional converter and a control logic, which is configured for: (i) supplying power to the electric motor by means of network power supply voltage and through the energy stored in the supercapacitors during the acceleration of the electric vehicle; (ii) charging the supercapacitors during the braking of the electric vehicle, harvesting kinetic energy; (iii) supplying power to the electric motor through the sole energy of the batteries in the absence of the network power supply voltage; and (iv) charging the batteries during the running at constant speed and the parking of the electric vehicle.

An auxiliary power supply system for an electric motor of an electric vehicle, comprising supercapacitors to generate a first auxiliary power supply, batteries to generate a second auxiliary power supply, one single common bidirectional converter and a control logic, which is configured for: (i) supplying power to the electric motor by means of network power supply voltage and through the energy stored in the supercapacitors during the acceleration of the electric vehicle; (ii) charging the supercapacitors during the braking of the electric vehicle, harvesting kinetic energy; (iii) supplying power to the electric motor through the sole energy of the batteries in the absence of the network power supply voltage; and (iv) charging the batteries during the running at constant speed and the parking of the electric vehicle.

The invention relates to a method (100) for converting and/or storing electric energy E obtained from mechanical energy M in a vehicle comprising a motor (1), in particular a motor vehicle. In the method, a) mechanical energy M obtained when braking and/or during an overrun operation of the vehicle is converted into electric energy E in a first step using a generator (2), b) the electric energy is stored in an intermediate energy store (3) in a second step, c) the stored electric energy E is discharged to an electrolysis module (4) in a third step, d) the module converts the electric energy E into chemical energy C in a fourth step at least by splitting water (H.sub.2O) into hydrogen (H.sub.2) and oxygen (O2), and e) the chemical energy is conducted into a gas tank (5) of the vehicle for temporary storage and/or is supplied to the motor (1) and/or a fuel cell (10) of the vehicle in a fifth step.

The invention relates to a method (100) for converting and/or storing electric energy E obtained from mechanical energy M in a vehicle comprising a motor (1), in particular a motor vehicle. In the method, a) mechanical energy M obtained when braking and/or during an overrun operation of the vehicle is converted into electric energy E in a first step using a generator (2), b) the electric energy is stored in an intermediate energy store (3) in a second step, c) the stored electric energy E is discharged to an electrolysis module (4) in a third step, d) the module converts the electric energy E into chemical energy C in a fourth step at least by splitting water (H.sub.2O) into hydrogen (H.sub.2) and oxygen (O2), and e) the chemical energy is conducted into a gas tank (5) of the vehicle for temporary storage and/or is supplied to the motor (1) and/or a fuel cell (10) of the vehicle in a fifth step.

According to one embodiment, a secondary battery is provided. The secondary battery includes a positive electrode, a negative electrode, and an electrolyte solution. The negative electrode includes a negative electrode current collector including elemental zinc, and a negative electrode layer disposed on the negative electrode current collector. The negative electrode layer includes a negative electrode active material including at least one compound selected from the group consisting of an oxide of titanium, a lithium-titanium oxide, and a lithium-titanium composite oxide. The electrolyte solution includes an aqueous solvent and an electrolyte.

According to one embodiment, a secondary battery is provided. The secondary battery includes a positive electrode, a negative electrode, and an electrolyte solution. The negative electrode includes a negative electrode current collector including elemental zinc, and a negative electrode layer disposed on the negative electrode current collector. The negative electrode layer includes a negative electrode active material including at least one compound selected from the group consisting of an oxide of titanium, a lithium-titanium oxide, and a lithium-titanium composite oxide. The electrolyte solution includes an aqueous solvent and an electrolyte.

A controlling apparatus is provided for a vehicle including a motor, an inverter, and a battery. The controlling apparatus includes a determiner, an estimator, and a controller. The determiner judges whether a first condition is satisfied or not. The first condition is satisfied if the vehicle is in a coasting state in a regeneration prohibited mode in which a regenerative brake is disabled. The estimator estimates whether a second condition is satisfied or not. The second condition is satisfied if the motor is not to generate a regenerative torque upon a shutdown of the inverter. The controller shuts down the inverter if the determiner judges that the first condition is satisfied and the estimator estimates that the second condition is satisfied.

A power system for a locomotive. The power system includes an alternator, a first inverter system, a traction motor, a second inverter system and an auxiliary power unit. The first inverter system is coupled to the alternator and receives high voltage power from the alternator. The traction motor is coupled to the first inverter system receives high voltage power from the first inverter system. The second inverter system is also coupled to the alternator. The second inverter system steps down the high voltage power from the alternator. The auxiliary power unit is coupled to the second inverter system and receives the stepped down voltage power from the second inverter system.

A power system for a locomotive. The power system includes an alternator, a first inverter system, a traction motor, a second inverter system and an auxiliary power unit. The first inverter system is coupled to the alternator and receives high voltage power from the alternator. The traction motor is coupled to the first inverter system receives high voltage power from the first inverter system. The second inverter system is also coupled to the alternator. The second inverter system steps down the high voltage power from the alternator. The auxiliary power unit is coupled to the second inverter system and receives the stepped down voltage power from the second inverter system.

When such an abnormality that a battery voltage system voltage is brought into an overvoltage state during regenerative control of a motor occurs, a booster converter is shut down, a system main relay is brought into a non-arc state and turned off. Then, an engine is started when an operation of the engine is stopped. The booster converter is used to determine turning-off of the system main relay, and a battery-less travel is started thereafter. In this way, inconvenience that possibly occurs by starting the battery-less travel at a time when abnormality of the system main relay being stuck to be on occurs can be avoided.