Hybrid locomotive regenerative energy storage system and method

• US 8,408,144 B2
• Filed: 03/25/2010
• Issued: 04/02/2013
• Est. Priority Date: 10/04/2006
• Status: Expired due to Fees

• Current Assignee: United States Environmental Protection Agency
• Original Assignee: United States Environmental Protection Agency
• Inventors: Read, David H.
• Primary Examiner(s): Smith, Jason C
• Application Number:
  US12/731,326
• Publication Number:
  US 20100175579A1
• Time in Patent Office: 1,104 Days
• Field of Search: 104/289, 104/154, 105/35, 105/65, 180/305, 180/306, 180/165, 290/40.C, 290/40.B, 290/40.R, 290/1.A
• US Class Current: 105/26.05
• CPC Class Codes: B60T 1/10 by utilising wheel movement for accumulating energy, e.g. driving air compressors
• CPC Class Codes: B61C 7/00 Other locomotives or motor railcars characterised by the type of motive power plant used; Locomotives or motor railcars with two or more different kinds or types of motive power
• CPC Class Codes: Y02T 30/00 Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

Abstract

An energy storage car for a locomotive includes a hydraulic energy storage system designed to capture and reuse energy normally lost in dynamic braking. The energy storage car is preferably configured to provide functions sufficient to replace one of multiple locomotives used to pull a freight train. Braking and other methods for improved efficiency of such trains are provided.

Claims

1. A hybrid freight train, comprising:

at least one locomotive with an internal combustion engine;

a plurality of train cars;

a pump/motor mounted on the freight train and configured, in one mode, to be driven as a pump by mechanical rotational energy generated as a result of braking of the train, to pump a working fluid from a low pressure to a high pressure, and wherein the pump/motor is further configured, in a second mode, to be driven by pressurized fluid, to provide power output to help propel the train;

a high pressure hydraulic accumulator, carried by at least one of the train cars and fluidly connected to the pump/motor, for storage under pressure of the working fluid pressurized by the pump/motor and for supply of pressurized fluid to the pump/motor to help propel the train; and

wherein the collective peak power outputs from internal combustion engines on the locomotives of the train are insufficient to propel the train up one or more grades in the train'"'"'s route at a minimum speed of at least 20 miles per hour without the power assistance provided by the pump/motor being driven by the pressurized fluid stored and supplied by the high pressure hydraulic accumulator.

2. The train of claim 1, further comprising:

a first electric motor/generator mounted on a locomotive of the freight train, configured to generate electrical energy in dynamic braking of the train; and

an electric storage battery carried by the train and configured to store a portion of the electrical energy generated by the first electric motor/generator in dynamic braking of the train.

3. The train of claim 2, wherein the pump/motor comprises a mechanical drive shaft mechanically connected to wheels of the train, and the pump/motor is configured to be driven by the wheels during braking of the train, to thereby pressurize fluid for storage in the high pressure accumulator, without first converting the mechanical energy of the wheels to electrical energy.

4. The train of claim 2, further comprising a second electric motor/generator that is configured to be driven as a motor by the electrical energy generated by the first electric motor/generator, and wherein the second electric motor/generator and the pump/motor are mechanically connected, and the second electric motor/generator is configured to mechanically drive the pump/motor during dynamic braking, to thereby pressurize fluid for storage in the high pressure accumulator.

5. The train of claim 4, further comprising:

a third electric motor/generator mounted on a locomotive of the freight train, said third electric motor/generator being configured to be driven by the internal combustion engine of the locomotive; and

wherein the second electric motor/generator is further configured to receive electrical energy generated by the third electric motor/generator and mechanically drive the pump/motor, to thereby pressurize fluid for storage in the high pressure accumulator.

6. The train of claim 5, wherein the electric storage battery is further configured to store a portion of the electrical energy generated by the third electric motor/generator.

7. The train of claim 1, wherein the pump/motor comprises a mechanical drive shaft mechanically connected to wheels of the train, and the pump/motor is configured to be driven by the wheels during braking of the train, to thereby pressurize fluid for storage in the high pressure accumulator, without first converting the mechanical energy of the wheels to electrical energy.

8. A hydraulic hybrid locomotive, comprising:

drive wheels;

an internal combustion engine connected to an on-board tank containing liquid fuel, to combust the liquid fuel and generate power for use in the locomotive;

a first hydraulic pump/motor, configured to be driven by the internal combustion engine, for pressurizing fluid;

a high pressure hydraulic accumulator mounted on the locomotive, configured to selectively store and release energy in the form of pressurized fluid; and

a second hydraulic pump/motor, mechanically linked to the drive wheels and configured in motor mode to be driven by pressurized fluid from the first hydraulic pump/motor or the high pressure accumulator, to propel the locomotive, and further configured in pump mode to be driven by the kinetic energy of the vehicle to pressurize fluid for storage in the high pressure hydraulic accumulator.

9. The locomotive of claim 8, further comprising an auxiliary power unit comprising a second internal combustion engine and an electric generator, for production of electricity for use in the locomotive.

10. A hydraulic-electric train, comprising:

a first plurality of electric motor/generators, mechanically connected to the drive wheels of a locomotive of the train, said first plurality of electric motor/generators configured to be driven by the drive wheels as generators generating electrical energy during a braking event for the locomotive;

a storage battery, electrically connected to the first plurality of electric motor/generators and configured to store a portion of electrical energy generated by the motor/generators at a power level within an efficient charging rate for the battery; and

a hydraulic pump/motor configured also to be driven, as a pump, during the braking event, by either the drive wheels or an electric motor, using energy from the braking event for the locomotive, and thereby converting to fluid pressure for storage in a high pressure hydraulic accumulator a portion of energy from the braking event which could not be stored in the battery within the efficient charging rate for the battery.

11. A hybrid freight train, comprising:

a plurality of locomotives, each with an internal combustion engine mounted therein;

a plurality of train cars;

a pump/motor mounted on the freight train and configured, in one mode, to be driven as a pump by mechanical rotational energy generated as a result of braking of the train, to pump a working fluid from a low pressure to a high pressure, and wherein the pump/motor is further configured, in a second mode, to be driven by pressurized fluid, to provide power output to help propel the train;

a high pressure hydraulic accumulator, carried by one of the train cars and fluidly connected to the pump/motor, for storage under pressure of the working fluid pressurized by the pump/motor and for supply of pressurized fluid to the pump/motor to help propel the train; and

wherein the collective peak power outputs from internal combustion engines on the locomotives of the train are insufficient to propel the train up one or more grades in the train'"'"'s route at a minimum speed of at least 20 miles per hour without the power assistance provided by the pump/motor being driven by the pressurized fluid stored and supplied by the high pressure hydraulic accumulator.