COMBINED SYNCHRONOUS AND ASYNCHRONOUS POWER SUPPLY FOR ELECTRICALLY POWERED SHUTTLE TRAINS

• US 20120265378A1
• Filed: 04/17/2012
• Published: 10/18/2012
• Est. Priority Date: 04/18/2011
• Status: Active Grant

• Current Assignee: Advanced Rail Energy Storage, LLC
• Original Assignee: Advanced Rail Energy Storage, LLC
• Inventors: Peitzke, William R., Brown, Matthew B.
• Granted Patent: US 9,096,144 B2
• Time in Patent Office: Days
• US Class Current: 701/19
• CPC Class Codes: B60M 3/00 Feeding power to supply lines in contact with collector on vehicles; Arrangements for consuming regenerative power controlling rail vehicles by varying voltage of power fed to vehicle B60L; power distribution in general H02J
• CPC Class Codes: B61C 3/00 Electric locomotives or railcars characterised by power transmission B61C9/00; electrical features B60L; H02
• CPC Class Codes: B61L 27/16 Trackside optimisation of vehicle or train operation
• CPC Class Codes: H02J 2310/40 The network being an on-board power network, i.e. within a vehicle
• CPC Class Codes: H02J 3/14 by switching loads on to, or off from, network, e.g. progressively balanced loading
• CPC Class Codes: H02J 3/46 Controlling of the sharing of output between the generators, converters, or transformers
• CPC Class Codes: Y02B 70/3225 Demand response systems, e.g. load shedding, peak shaving
• CPC Class Codes: Y02T 30/00 Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
• CPC Class Codes: Y04S 20/222 Demand response systems, e.g. load shedding, peak shaving

Abstract

A power supply and control system for electrically powered shuttle-trains incorporates at least one shuttle train having a motor and a generator. A first plurality of track segments has associated synchronous power modules exchanging power synchronously with a power grid through a plurality of power supply rail segments connectable to the motor or generator. A second plurality of track segments has associated variable frequency power modules exchanging power through a second plurality of power supply rail segments connectable to the motor or generator. Isolation segments separate adjacent power supply rail segments. A control system interconnected to the variable frequency power modules controls the frequency of each variable frequency power module based on the location of the shuttle train.

Claims

1. A power supply and control system for electrically powered shuttle-trains comprising:

at least one shuttle train having a motor and a generator;

a first plurality of track segments with associated synchronous power modules exchanging power synchronously with a power grid through a plurality of power supply rail segments connectable to the motor or generator;

a second plurality of track segments in proximity to upper and lower storage yards with associated variable frequency power modules exchanging power through a second plurality of power supply rail segments connectable to the motor or generator;

isolation segments separating adjacent power supply rail segments; and

,

a control system interconnected to the variable frequency power modules for controlling frequency.

2. The power supply and control system of claim 1 further comprising:

a location sensor mounted on the at least one shuttle train, said control system responsive to the location sensor for matching frequency of selected variable frequency power modules to adjacent synchronous or variable frequency power modules.

3. The power supply and control system of claim 2 wherein said control system is further responsive to the location sensor for selective variation of frequency of the variable frequency power modules for acceleration or deceleration of the shuttle train through the motor or generator.

4. The power supply and control system of claim 1 wherein the synchronous power modules are located approximately every 1000 feet along the first plurality of track segments.

5. The power supply and control system of claim 1 wherein the first plurality of track segments comprises a majority of total track length between storage yards.

6. The power supply and control system of claim 2 wherein the location sensor receives position information by interrogating passing passive trackside position markers.

7. The power supply and control system of claim 6 wherein position information is relayed via an onboard train telemetry transmitter to the control system, said control system tracking position and speed of the shuttle train and issuing speed commands to the variable frequency trackside power conversion modules.

8. The power supply and control system of claim 1 wherein the control system aligns frequency of a synchronous power module and an adjacent variable frequency trackside power conversion module separated by an isolation segment for shuttle trains crossing the isolation segment.

9. The power supply and control system of claim 1 wherein variable frequency trackside power conversion modules are spaced for control of separate shuttle units on each track segment.

10. The power supply and control system of claim 1 wherein the power supply rail segments comprise an AC 3 rail power supply system located trackside.

11. The power supply and control system of claim 1 wherein the motor and generator are combined in a single motor/generator unit.

12. A method of operation of an electric railway system having a first plurality of track segments with associated synchronous power modules exchanging power synchronously with a power grid through a plurality of power supply rail segments connectable to a motor or generator of a shuttle train;

a second plurality of track segments with associated variable frequency power modules exchanging power through a second plurality of power supply rail segments connectable to the motor or generator;

isolation segments separating adjacent power supply rail segments; and

, a control system interconnected to the variable frequency power modules for controlling frequency comprising the steps of;

interconnecting the shuttle train generator to a first power supply rail segment on a primary downhill track with synchronous power from regenerative braking of the shuttle train by the generator;

converting power through a direct synchronization power module to a power grid;

sensing a location by a sensor on the shuttle train indicating that the shuttle train is approaching an isolation segment;

directing an adjacent first variable frequency power module to establish the synchronous frequency;

when the shuttle train passes across the isolation segment commencing power transfer with the first variable frequency power module through a second power supply rail segment;

directing the first variable frequency power module to reduce frequency thereby decelerating the shuttle train.

13. The method as defined in claim 12 further comprising:

sensing a location sensor indicating that the shuttle train is approaching a second isolation gap;

directing a second variable frequency power module to establish a common frequency with the first variable frequency power module;

when the shuttle train passes over the second isolation segment directing frequency control of the second variable frequency power module to exchange power through a third power supply rail segment to decelerate or accelerate the shuttle train as desired.

14. A method as defined in claim 13 further comprising:

directing frequency control of the second variable frequency power module to reverse the direction of shuttle train and accelerate back along a track segment associated with the third power supply rail segment for the switching onto a return track segment;

sensing the location sensor on the shuttle train indicating that the shuttle train is approaching a third isolation gap;

directing a fourth variable frequency power module to establish common frequency with the third variable frequency power module.

15. The method as defined in claim 14 further comprising:

when the shuttle train has passed over the third isolation segment directing frequency control of the fourth variable frequency power module to accelerate the shuttle train to synchronous frequency for transition to an uphill primary track segment;

sensing the location sensor to assure that synchronous frequency is reached prior to reaching a fourth isolation segment;

when the shuttle train has passed across the fourth isolation segment operating under synchronous power received from the synchronous power module.

16. The method as defined in claim 12 in which the step of converting power further comprises absorbing frequency perturbations which may occur in the grid due to variable frequency generation systems present elsewhere on the grid as minor speed variation in the shuttle trains and damping such perturbations due to the physical inertia of the shuttle train mass