Patent Grant
12060090
The present disclosure relates to locomotives. More particularly, the disclosure relates to energy recovery systems and diesel locomotives having an energy recovery system that increases operational efficiency and reduces losses associated with non-propulsion operations of the locomotive.
Improvement is desired in the efficiency of fuel-electric locomotives and locomotive consists.
For example, fuel-electric locomotives are propelled as by a diesel or gasoline engine rotating a large main generator producing power for use by electric traction motors located on drive wheels. The main generator typically includes a companion alternator attached thereto and configured to produce electrical power for driving non-propulsion electrical devices of the locomotive. These non-propulsion electrical devices can include cooling fans, traction motor blowers, inertial motors and air compressors. These non-propulsion devices can require up to 300 or more horsepower to operate. This additional horsepower requirement must be taken from the brake horsepower supplied by the prime mover engine that is available for use for propulsion of the locomotive. This reduces the horsepower available for propulsion and thus reduces the efficiency of the locomotive.
What is desired is a way to power non-propulsion devices of the locomotive and avoid or reduce the power taken from the diesel or gasoline prime mover engine for this and other non-propulsion purposes of the locomotive.
The disclosure provides energy efficient locomotives and energy recovery systems for locomotives.
In one aspect, an energy efficient locomotive according to the disclosure includes a locomotive having a prime mover engine operably associated with a main generator to provide electrical power to a traction motor for propulsion of the locomotive, the locomotive also having non-propulsion electrical devices, including cooling fans, traction motor blowers, inertial motors and air compressors.
A main generator DC buss is electrically connected to the main generator, and the main generator produces AC power which is rectified into DC power and fed into a main generator DC buss to which a traction motor inverter associated with the traction motor connects; a DC to DC voltage regulator connected to the main generator DC buss and configured to convert variable voltage from the DC to DC voltage regulator to a lower voltage, and further including a high voltage DC buss for receiving electrical output from the DC to DC voltage regulator.
A companion generator is operably associated with the prime mover engine and electrically independent from the main generator, the companion generator connected directly to the DC to DC regulator and configured to supply a DC output to the DC to DC regulator for providing power for the non-propulsion electrical devices when the locomotive is coasting or braking and the prime mover engine and main generator are not providing electrical power to the traction motor.
In another aspect, the disclosure provides a method for powering a locomotive having a prime mover engine whose power output is controlled by a throttle and a main generator to provide power for propulsion of the locomotive and also having non-propulsion electrical devices.
The method includes the steps of: providing a main generator DC buss electrically connected to the main generator. The main generator produces AC power which is rectified into DC power and fed into a main generator DC buss to which a traction motor inverter associated with a traction motor connects.
The traction motor is operated for propulsion of the locomotive when the throttle of the locomotive is not reduced and operating the prime mover engine and the main generator to exclusively provide power to the traction motor for propulsion of the locomotive when the throttle of the locomotive is not reduced;
A DC to DC voltage regulator is provided and connected to the main generator DC buss and configured to convert variable voltage from the DC to DC voltage regulator to a lower voltage, and further including a high voltage DC buss for receiving electrical output from the DC to DC voltage regulator; and
A companion generator is provided and operably associated with the prime mover engine and electrically independent from the main generator, the companion generator connected directly to the DC to DC regulator and configured to supply a DC output to the DC to DC regulator when the throttle of the locomotive is reduced and the locomotive is coasting or braking and the prime mover engine and main generator are not providing electrical power to the traction motor.
Further advantages of the disclosure are apparent by reference to the detailed description when considered in conjunction with the figures, which are not to scale so as to more clearly show the details, wherein like reference numbers indicate like elements throughout the several views, and wherein:
With initial reference to
The locomotive utilizes a prime mover engine such as a gasoline or diesel engine 12 which is directly coupled by a shaft to rotate a main generator 14. The prime mover engine 12 is a conventional locomotive fuel engine, either a diesel or gasoline engine suitable to power the locomotive.
A companion generator 14a may be included. The companion generator 14a is electrically independent from the main generator 14 and is driven from the same shaft off the primary output of the engine 12.
The main generator 14 converts mechanical rotation of the diesel engine 12 into electrical power for traction motors 16 of the locomotive 12 that are geared to driving wheels to propel the locomotive. The main generator 14 produces AC power which is rectified into DC at its output stage. This DC power is fed into a main generator DC buss 18 that traction motor inverters 20 associated with the traction motors 16 connect.
The traction motor inverters 20 convert the DC power to a variable AC voltage and frequency to power the traction motors 16 for propulsion of the locomotive consist. The main generator DC buss 18 generally has between about 600 to 2900 volts depending on the operational state of the diesel engine 12 as dictated by locomotive throttle position or speed.
The system 10 further includes a DC to DC voltage regulator 22 connected to the main generator DC buss 18. The DC to DC voltage regulator 22 functions to convert the variable voltage to a steady lower voltage. The output of the DC to DC regulator 22 is sent to a steady state high voltage DC buss 24.
The companion generator 14a is connected directly to the DC to DC regulator 22 and is configured to supply a steady DC output to the DC to DC regulator 22 during when the throttle of the locomotive is reduced and the locomotive is coasting or braking and the prime mover engine 12 and main generator 14 are not providing electrical power to the traction motors 20. The companion generator 14a is turned off during high horsepower needs of the locomotive when the throttle of the locomotive is not reduced. The companion generator 14a is controlled by a computer controller of the locomotive.
The companion generator 14a provides power to the DC to DC regulator 22 at a higher voltage than the main generator 14. The higher voltage of the companion generator 14a allows for the use of less expensive components. By running electrical devices at higher voltage the current draw diminishes which reduces the amount of copper needed for the windings and reduces the amount of heat generated and reduces the cooling needs and thus the size of components.
The output of the high voltage DC buss 24 is directed to a high capacity primary battery 26 and to various AC inverters 28a and DC/DC converters 28b.
The high capacity primary battery 26, preferably a high-density battery, is provided as a source of primary power source for the non-propulsion equipment. With the battery 26 supplying the power for the non-propulsion loads, and in accordance with the disclosure, the horsepower previous used for the electrical loads of the non-propulsion equipment can now be used for propulsion.
In this regard, it is believed that the energy recovery system 10 of the disclosure is capable of returning at least about 5% horsepower for propulsion, thus increasing the efficiency of the locomotive. Thus, as compared to a conventional locomotive, a locomotive configured with the energy recovery system 10 has at least about 5% more horsepower available for propulsion. This is a significant advancement in the field of locomotive energy recovery.
The high capacity battery 26 may be provided by battery of lithium or sodium design and sized to provide power for a predetermined amount of time. The high capacity battery 26 may be utilized to power ancillary devices to reduce the horsepower load on the diesel engine 12 particularly during high traction needs, i.e., starting a locomotive, during acceleration of the locomotive and climbing hills. The high capacity battery 26 includes a disconnect that may be utilized if the locomotive is going into a long period of storage and will maintain its charge for an extended period.
The AC inverters 28a supply electrical power for ancillary components of the locomotive, such as for cooling fan motors 30a, traction motor blowers 30b, air compressors 30c and 30d, and the like. As described below, the fans 30a may be electrical fans or mechanical fans. The compressors 30c and 30d supply air to air tanks 32a and 32b, respectively, having a minimum service or minimum pressure valve 32c, and are linked to air starters 34.
The DC/DC converters 28b supply power for an auxiliary battery charger 36 for maintaining a dedicated starter battery 38 operatively associated with one or more starter capacitors 40 and starter motors 42 configured for starting the diesel engine 12 of the locomotive. In this manner, the locomotive has two redundant systems for enabling starting of the locomotive. This helps avoid the undesirable circumstance of the locomotive being without sufficient stored energy for starting the diesel engine 12. The repeated starting and restarting in short successions causes the starter motors 42 to wear and require frequent overhauls and locomotive down times. The repeated starting and restarting in short successions and the associated draining and deep cycling can shorten the life of the starter battery 38 to approximately one year. The system 10 is configured to advantageously reduce electric starter and battery charge cycling by well over 50%, thus advantageously reducing wear on the starter motors 42 and associated equipment and reduce disadvantageous shortening of the life of the starter battery 38.
The AC inverters 28a supply the cooling fans 30a with a variable voltage and frequency to regulate the rotational speed of the cooling fans 30a. A preferred configuration of three of the cooling fans 30a provided as electric fans and mounted above a radiator core 30aa is shown in
The fans 30a may also be mechanical fans. In this regard, an alternative cooling system may utilize a mechanically driven fan powered by the diesel engine 12. Such a fan may be belt driven and have a hub that will allow the fan blades to change pitch and vary the air flow. Changing the pitch will allow the horsepower drawn by the mechanical fans to be varied depending on the cooling needs of the engine. The air may be drawn through louvers in the doors of the locomotive body and pushed into a cooling module containing cooling cores. The cooling module is desirably oriented with the cooling cores on the outlet of the air flow and as a result increase the cooling efficiency. This configuration allows for better temperature control of the locomotive body heat by drawing outside air over the engine and expelling it out the top.
The AC inverters 28a supply the traction motor blowers 30b with a variable voltage and frequency to regulate the speed of the fans 30a provided as electric fans in a similar manner.
Compressor 30c is of a lessor air output flow rate than compressor 30d, and is used to maintain the pressure in air tank 32a for use in starting the locomotive with the air starters 34. Compressor 30d is of a higher air output flow rate and may be used during normal locomotive operations while the engine 12 is running. Compressor 30d is driven by a variable frequency drive to vary the compressor speed according to air consumption. By running the compressor 30d at variable speeds, the required horsepower is decreased which lowers battery drain when the locomotive is running in a battery only ancillary mode.
The air tanks 32a and 32b are separated by the minimum pressure valve 32c which will be set at a lower pressure than the normal operating pressure of about 138 psi. The lower pressure setting will assure some pressure remains in air tank 32a even if the other tank leaks off. Air tank 32a is supplied air from the compressor 30c powered by the high capacity battery 26 thereby keeping the tank fully charged during an Auto Engine Start Stop (AESS) operation of the locomotive.
The charged tank 32a will supply the air for the air starters 34 during start-up and thereby not using the electric starters 42 or any energy from the locomotive starter batteries. Compressor 30c desirably has two main pressure settings, one lower pressure used when in AESS set below the minimum pressure valve 32c, the other pressure setting at normal locomotive operating pressure used while the locomotive is running. When the locomotive is shut down during AESS the compressor pressure setting will be at the lower pressure just to maintain pressure in the first reservoir. When the locomotive starts compressor number one pressure setting will be increased to the higher pressure thereby opening the valve and suppling extra air to compressor number two and adding to the total CFM of the compressor system.
The primary mode of starting the locomotive is by use of the air starters 34. The air starters 34 are fed by the air tank 32a which are monitored during an AESS shutdown and charged by compressor 32c. By having this air reservoir, compressor and starter setup, the electric starters should not need to be used during the stop/start cycles associated with the AESS system. After the locomotive has started for whatever parameter fell out of tolerance the compressor 32c will re-charge all the air tanks and they will be ready for the next start.
The secondary mode of starting will be used if the locomotive has sat for an extended amount of time, the high capacity battery 26 has been depleted or the battery disconnect has been pulled resulting in the air tank 32a being depleted. If the battery disconnect was pulled and the high capacity battery 26 has sufficient charge, its power can be used to refill the tank 32a via the compressor 32c. Another locomotive may be used to supply power for an air start event if available.
If another locomotive is not available then the electric starters 42 may be used. The electric starters 42 will be fed power from the capacitor 40 that is capable of at least two start attempts. If the locomotive does not start after two events the capacitor 40 will be recharged by the lithium battery. The capacitor 40 generally takes about 15 seconds to recharge for another two start attempts. By using the capacitor 40 the starting batteries are not seeing the high amp draw normally seen during starting and reducing stress on the cells. The capacitor charges at a slower rate than the batteries would see during a normal starting event. If the high capacity battery has a charge then it will be suppling most of the power for the capacitors further reducing the stress on the batteries.
Compressor 30d is only used while the locomotive is running and used for a locomotive air system 44. The air from the compressor 30d is fed into the tank 32b and cycles on and off as needed.
The high capacity battery 26 may be charged by four methods when the state of discharge reaches a desired discharge state, such as approximately 30% of battery capacity. The first and main method for charging the battery will be when the locomotive consist is coasting or periods when the throttle setting has been reduced. When the consist is coasting the traction motors 16 will be put into a low-level regeneration mode putting out just enough power to continue to operate any ancillaries that are in use and provide charging current to the high capacity battery 26.
During a throttle reduction there is time before the reduction in engine horsepower and the time when the deceleration match at which time some energy may be captured and put into the high capacity battery 26, or at a minimum, run the ancillaries without draining the high capacity battery 26 any further. The second charging mode comes into play if the locomotive consist has been running where there have not been any coasting or throttle events. In this mode, power is supplied by the main generator DC buss 18, which reduces the power supplied to the traction motors 16.
The third charging mode occurs during dynamic braking in which the battery charging and ancillaries will be powered by the main generator DC buss 18 which is receiving high power produced by the traction motors 16 from the braking effort.
The fourth mode of charging and ancillary operation occurs when the engine 12 is left idling too long and the high capacity battery 26 discharges. The main generator 14 will be excited to supply voltage to the main generator DC buss 18 for charging the battery 26 and supplying power to the high voltage DC buss 24 for operating ancillaries. With the above combination of charging and running the ancillaries off the high voltage DC buss 24 this eliminates the need for a companion alternator and reduces the drag on the engine 12 thus increasing the horsepower available to the traction motors 16.
Accordingly, it will be appreciated that the present disclosure advantageously provides a system configured to power non-propulsion devices and avoid or reduce the power taken from the diesel engine for this and other non-propulsion purposes of the locomotive. In addition, the system overcomes other shortcomings of the prior art to improve efficiency of prior art locomotives.
The foregoing description of preferred embodiments for this disclosure has been presented for purposes of illustration and description. It is not intended to be exhaustive or to limit the disclosure to the precise form disclosed. Obvious modifications or variations are possible in light of the above teachings. The embodiments are chosen and described in an effort to provide the best illustrations of the principles of the disclosure and its practical application, and to thereby enable one of ordinary skill in the art to utilize the disclosure in various embodiments and with various modifications as are suited to the particular use contemplated.
| Number | Name | Date | Kind |
|---|---|---|---|
| 8310180 | Adra | Nov 2012 | B2 |
| 20160244072 | Biagini | Aug 2016 | A1 |
| Number | Date | Country | |
|---|---|---|---|
| 20220388548 A1 | Dec 2022 | US |
| Number | Date | Country | |
|---|---|---|---|
| 62967274 | Jan 2020 | US |
| Number | Date | Country | |
|---|---|---|---|
| Parent | 17088888 | Nov 2020 | US |
| Child | 17889128 | US |
