Railroad system comprising railroad vehicle with energy regeneration

• US 20060005739A1
• Filed: 08/30/2005
• Published: 01/12/2006
• Est. Priority Date: 03/27/2001
• Status: Abandoned Application

• Current Assignee: General Electric Company
• Original Assignee: General Electric Company
• Inventors: Kumar, Ajith Kuttannair
• Application Number:
  US11/215,377
• Publication Number:
  US 20060005739A1
• Time in Patent Office: Days
• US Class Current: 105/35
• CPC Class Codes: B60L 15/20 for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
• CPC Class Codes: B60L 15/2045 for optimising the use of energy
• CPC Class Codes: B60L 2200/26 Rail vehicles
• CPC Class Codes: B60L 2220/20 DC electrical machines
• CPC Class Codes: B60L 2260/28 Four wheel or all wheel drive
• CPC Class Codes: B60L 50/15 with additional electric power supply with capacitors charged by engine-driven generators B60L50/40; with batteries charged by engine-driven generators B60L50/61
• CPC Class Codes: B60L 50/16 with provision for separate direct mechanical propulsion
• CPC Class Codes: B60L 50/30 using propulsion power stored mechanically, e.g. in fly-wheels
• CPC Class Codes: B60L 50/40 using propulsion power supplied by capacitors
• CPC Class Codes: B60L 50/51 characterised by AC-motors
• CPC Class Codes: B60L 50/53 in combination with an external power supply, e.g. from overhead contact lines
• CPC Class Codes: B60L 50/61 by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
• CPC Class Codes: B60L 55/00 Arrangements for supplying energy stored within a vehicle to a power network, i.e. vehicle-to-grid [V2G] arrangements
• CPC Class Codes: B60L 7/06 for vehicles propelled by ac motors
• CPC Class Codes: B60L 7/12 for vehicles propelled by dc motors
• CPC Class Codes: B60L 7/14 for vehicles propelled by ac motors
• CPC Class Codes: B60L 7/22 Dynamic electric resistor braking, combined with dynamic electric regenerative braking
• CPC Class Codes: B60L 9/005 Interference suppression
• CPC Class Codes: B60L 9/02 using dc motors
• CPC Class Codes: B60L 9/16 using ac induction motors
• CPC Class Codes: B61C 7/04 : Locomotives or motor railcars with two or more different kinds or types of engines, e.g. steam and IC engines
• CPC Class Codes: Y02E 60/00 : Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
• 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 10/72 : Electric energy management in electromobility
• CPC Class Codes: Y02T 30/00 : Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
• CPC Class Codes: Y02T 90/12 : Electric charging stations
• CPC Class Codes: Y02T 90/14 : Plug-in electric vehicles
• CPC Class Codes: Y02T 90/16 : Information or communication technologies improving the operation of electric vehicles
• CPC Class Codes: Y04S 10/126 : the energy generation units being or involving electric vehicles [EV] or hybrid vehicles [HEV], i.e. power aggregation of EV or HEV, vehicle to grid arrangements [V2G]

Abstract

A self-powered railroad system (1700), in one embodiment, comprises a locomotive (1710), a control source (1715), and a plurality of load units (1720A-K and 1730A-G), some of which are railroad vehicles (1720A-K) comprising the components of railroad vehicle (1500) that provide for selective operation in a motoring mode, a coasting mode, or a dynamic braking mode. The self-powered railroad system may also comprise a control source and at least one railroad vehicle controlled by the control source, such as for coupling, uncoupling, and moving to or from a loading dock.

Claims

1. A self-powered railroad system having power regeneration capacity, the railroad system comprising:

a. a control source adapted to transmit control commands; and

b. a plurality of load units connected form a train, said plurality comprising at least one railroad vehicle comprising;

i. a structure for supporting freight to be carried on the vehicle;

ii. a plurality of wheels rotatably attached to the structure for engaging railroad rail;

iii. a traction motor coupled to at least one of the wheels constituting a driving wheel, said traction motor adapted to operate in a motoring mode for transmitting mechanical energy to the driving wheel, a coasting mode, and a dynamic braking mode for braking the driving wheel, with said traction motor using electrical energy when operating in the motoring mode and generating dynamic braking electrical energy when operating in the dynamic braking mode;

iv. an electrical energy storage system in electrical communication with the traction motor, adapted to store dynamic braking electrical energy when the traction motor is operated in the dynamic braking mode and adapted to discharge electrical energy to the traction motor when the traction motor is operated in the motoring mode;

v. a controller in communication with the traction motor and the electrical energy storage system and responsive to control commands to selectively operate the traction motor in the motoring mode, the coasting mode, and the dynamic braking mode; and

vi. a communication link for receiving control commands from the control source external to the railroad vehicle and being in communication with the controller to transmit a signal indicative of the control command to the controller.

2. The railroad system of claim 1, wherein the control source comprises:

a. a computer readable medium having computer executable instructions defining instructions for selectively operating the at least one railroad vehicle in one of the operating modes, and

b. a processor configured to control the operation of the railroad system as a function of at least one of the operating modes.

3. The railroad system of claim 1, further comprising a plurality of said railroad vehicles, wherein the control system comprises an algorithm adapted to send control commands to each of the plurality of said railroad vehicles based on braking and powering demands of the railroad system over a specified distance of travel.

4. The railroad system of claim 2 wherein said algorithm additionally is adapted to send control commands based on energy power requirements of respective railroad vehicles at their respective destinations.

5. The railroad system of claim 2, additionally comprising an off-board remote control device for controlling one or more of said railroad vehicles at one of said respective points of origination or destination.

6. The railroad system of claim 1, additionally comprising a locomotive.

7. The railroad system of claim 6, wherein the control source is located in the locomotive.

8. The railroad system of claim 1, wherein the control source comprises a wayside wireless communication transmitter linked to a dispatch center.

9. The railroad system of claim 7, additionally comprising a second control source for controlling one or more of said railroad vehicles at one of said respective points of origination or destination, wherein said second control source is located in a hand-held off-board remote control device.

10. The railroad system of claim 7, additionally comprising a second control source for controlling one or more of said railroad vehicles at one of said respective points of origination or destination, wherein said second control source is located in a railyard control tower.

11. The railroad system of claim 1, wherein one or more of said at least one railroad vehicle comprises a charging electric energy source.

12. A self-powered railroad system having power regeneration capacity, the railroad system comprising:

a. an off-board remote control device, comprising an external control source adapted to transmit control commands; and

b. at least one railroad vehicle comprising;

i. a structure for supporting freight to be carried on the vehicle;

ii. a plurality of wheels rotatably attached to the structure for engaging railroad rail;

iii. a traction motor coupled to at least one of the wheels constituting a driving wheel, said traction motor adapted to operate in a motoring mode for transmitting mechanical energy to the driving wheel, a coasting mode, and a dynamic braking mode for braking the driving wheel, with said traction motor using electrical energy when operating in the motoring mode and generating dynamic braking electrical energy when operating in the dynamic braking mode;

iv. an electrical energy storage system in electrical communication with the traction motor, adapted to store dynamic braking electrical energy when the traction motor is operated in the dynamic braking mode and adapted to discharge electrical energy to the traction motor when the traction motor is operated in the motoring mode;

v. a controller in communication with the traction motor and the electrical energy storage system and responsive to control commands to selectively operate the traction motor in the motoring mode, the coasting mode, and the dynamic braking mode; and

vi. a communication link for receiving control commands from the control source external to the railroad vehicle and being in communication with the controller to transmit a signal indicative of the control command to the controller.

13. The self-powered railroad system of claim 12, wherein the off-board remote control device is a hand-held device.

14. The self-powered railroad system of claim 12, wherein the off-board remote control device is a stationary device.

15. The self-powered railroad system of claim 12, wherein one or more of the at least one railroad vehicle comprises at least one dynamic braking resistant grid circuit in electrical communication with the traction motor, for dissipating excess electrical energy on the one or more railroad vehicle, with each grid circuit including at least one dynamic braking resistance grid.

16. The self-powered railroad system of claim 12, wherein one or more of the at least one railroad vehicle comprises a charging electric energy source on the vehicle for supplying charging electrical energy, wherein the electrical energy storage system is in electrical communication with the electrical power source and is further adapted to store the charging electrical energy.

17. The self-powered railroad system of claim 16, wherein the charging electric energy source is an engine-generator set.

18. The self-powered railroad system of claim 12, wherein the communication link is additionally adapted to transmit status data indicative of an operation of the railroad vehicle to the external control source.

19. The self-powered railroad system of claim 12, additionally comprising an energy transfer interface for receiving electrical energy from an electrical energy system external to the at least one railroad vehicle.

20. The self-powered railroad system of claim 12, wherein the structure for supporting freight to be carried on the railroad vehicle forms a defined containment area for carrying freight, and the volume of said defined containment area is at least about 50 percent of a maximum possible volume that comprises space occupied by the electrical energy storage system, the controller, and the communication link.

21. The self-powered railroad system of claim 12 wherein the railroad vehicle'"'"'s structure for supporting freight provides a substantial volume of its total space for carrying freight.

22. The self-powered railroad system of claim 12 wherein the structure for supporting freight to be carried on the vehicle provides for a total possible freight volume that is at least 50 percent and up to about 99 percent of the maximum possible volume for a respective type of load car.

23. The self-powered railroad system of claim 12 wherein the controller controls transmission of power between the traction motor and the electrical energy storage device.