Patent Application
20100300325
1. Field of Invention
The present invention is generally related to reducing train stalls within tunnels by using a car with a fan to increase movement of air in the tunnel annulus.
2. Description of Related Art
Freight trains are often used to transport goods. As freight trains pass through railroad tunnels, overheating and loss of power of one or more locomotives within the train, and/or stalling of the train, may occur. This may often be caused by at least one of two factors: (1) the “piston effect,” and (2) accumulation of heated exhaust and pollutant gases. The “piston effect”—also referred to as the plunger effect—is a result of displacement flow which is the bulk movement of air or gases in a space, such as by the action of a piston or plunger in a cylinder-like shape. In the case of a train moving in a tunnel, for example, a leading locomotive (i.e., piston) tends to push air in the tunnel (i.e., cylinder) ahead of the train, thereby creating this effect. This results in lower air pressure in the tunnel and a reduction in air speed along the train. Additionally, as the train moves through the tunnel, the locomotive unit(s) expel exhaust gases and heated radiator cooling air into the air above and alongside the locomotive unit(s)—an area also referred to as the tunnel annulus. Because the piston effect reduces the flow of fresh air into the tunnel annulus, the exhaust gases and heated radiator cooling air tends to accumulate in the tunnel, particularly in tunnels of long length, and may move along with the locomotive unit(s) at the same relative speed. This is a particular problem for long freight trains incorporating multiple locomotives, as the locomotives, especially those further back in the train, will be forced to intake that heated/contaminated air.
The combined result of these factors is that the locomotive(s) may experience overheating due to resulting excessive radiator water and engine lubricating oil temperatures, for example, with the locomotives thus de-rating in power output or sometimes losing traction power. Also, lower air pressure in the tunnel, as caused by the piston effect, means less fresh air is available for intake and use in engine combustion. This may result in the train stalling in the tunnel. Such stalling incidents cause train delays, as well as risks to employees or personnel called to correct the problem.
To address such problems, several methods have been tried. Most railroad tunnels in the U.S. and Canada are non-ventilated; however, a small number of railroad tunnels are equipped with powered, stationary ventilation fan equipment mounted therein in the hopes of preventing such problems. Tunnel exit “curtains” have also been tried, such as illustrated in U.S. Pat. No. 4,037,526 to Jaekle, assigned to Southern Pacific Transportation Company, which illustrates an example of a ventilation method and apparatus for a train tunnel using a tunnel curtain to keep the air in front of the train from being pushed out of the tunnel (the piston effect). This encourages the air to be redirected backwards alongside the train. However, such curtains have proved to be maintenance-intensive and have been used sparingly.
A device and method that may be coupled within a train, at a desired location, to assist in preventing such effects and increase air movement around the locomotive(s) and train would be beneficial.
One aspect of the invention provides a car for use in a train, the car having a car body and track engaging wheels and including couplings for coupling the car within the train. A fan is also connected to the car body. The fan has an inlet for receiving air and an outlet for discharging air. The fan is constructed to generate airflow at least in part in a longitudinal direction of the train when the car body is coupled to the train.
Another aspect of the invention includes a train having at least one locomotive and a series of cars. The at least one locomotive has a body, track engaging wheels, and a power system for driving the track engaging wheels to move the locomotive and train along tracks. The series of cars each have a car body, track engaging wheels, and couplings for coupling the car within the train. One or more of the cars may be configured to transport cargo, and one or more of the cars has a fan connected to the car body. The fan has an inlet for receiving air and an outlet for discharging air. The fan is constructed to generate airflow at least in part in a longitudinal direction when the car body is coupled to the train.
In another aspect of the invention, a method of using a train to increase air movement is disclosed. The train has at least one locomotive having a body and track engaging wheels, and a series of cars each comprising a car body, track engaging wheels, and couplings for coupling the car within the train. One or more of the cars may be configured to transport cargo; and one or more of the cars includes a fan connected to the car body. The fan has an inlet for receiving air and an outlet for discharging air. The method includes: moving the train along a track, and generating airflow using the fan at least in part in a longitudinal direction of the train using the fan.
Other objects, features, and advantages of the present invention will become apparent from the following detailed description, the accompanying drawings, and the appended claims.
a,
5
b, and 5c illustrate a plurality of configurations for placement of the car of
a and 6b illustrate side views of an alternate fan car with a fan with a pivoting connection in accordance with embodiments of the present invention;
a,
9
b, and 9c illustrate an example of the train of
a,
10
b, and 10c illustrate an example of the train of
It is generally known that the combined discharge of both engine exhaust and heat-carrying “cooling” air into the roofspace of the tunnel results in downward flow of exhaust, and thus contaminating air between the sides of the locomotive and the walls of the tunnel (i.e., tunnel annulus). As noted above, when trains move through tunnels, the locomotive(s) are subject to possible overheating and stalling (or near-stalling) due to the piston effect and combined exhaust gases in the air of the tunnel annulus.
Thus, it is a goal of the present invention to increase the movement of air within the tunnel annulus as the train passes therethrough to decrease the temperature of air going into the diesel engine(s) and passing through the radiator(s), as well as reduce negative effects associated therewith. For purposes of this disclosure, “air” refers to the environmental air, exhaust gases, pollutants/contaminants, etc. that are contained within the tunnel, such as those within a center section of the length of the tunnel. For example, in the embodiment shown in
In some cases, freight train 100 is used to transport goods, cargo, and other items that are of higher weight. Generally, throughout this description, the term “cargo” is used and defined as items for transport using the train 100. For example, cargo may comprise people, objects, liquids, and other transportable goods, and should not be limiting. One or more of the cars 113 may be configured to transport cargo. As such, to transport such cargo, in some embodiments the leading locomotive 102 may comprise a locomotive consist, as shown in FIG. 1, comprising a collection of two or more locomotives connected to each other in a series. Thus, for example, two or three locomotives may be provided at the front 108 of the train 100 to lead the train 100 along the tracks 103. Each locomotive 102 in the consist comprises a body and track engaging wheels for moving cars 113. The locomotive(s) 102 also comprise a power system for driving the track engaging wheels of the locomotive(s) 102 to move the locomotive(s) and the cars 113 along the tracks 103. The power system may be of any type, including but not limited to a diesel engine, an AC or DC generator powered by a diesel engine, a fuel cell, a battery, a flow battery, or any other system for providing locomotive power.
In some embodiments, a plurality of series 104 of cars 113 is provided. For example, a first series 104a and a second series 104b of wheeled cars may be provided in train 100. In some cases, therefore, to transport cargo, one or more additional locomotives or locomotive consists may be provided within the length of the train, such as represented by 102a, to assist in moving the series 104a and 104b. For example, an additional locomotive may be provided after a series 104a (or before series 104b, or between the two series) of cars 113. Alternatively, two or more locomotives 102a may form a second locomotive consist to assist in moving a second series 104b of cars. For example, in the embodiment of
The freight cars 113 of each series 104a, 104b, etc. may be loaded or empty. The cars 113 may be any type of car and any combination of types of cars. For example, types of cars 113 in train 100 may include, but are not limited to, flat or gondola cars, box cars, tanks, hopper cars, and well cars. In some embodiments, one or more of the cars 113 may be configured to include a container 106 for storing cargo. For example, a car 113 may comprise a well car for receiving a container for transportation. Generally, containers 106 are used to store and transport goods, cargo, and other items, as is known in the art. The containers 106 may comprise containers that are removably or permanently mounted on a car body with wheels, and should not be limiting. For example, the containers 106 may be intermodal, sealed, refrigerated, temporary, etc. Though the Figures illustrate a plurality of containers 106 provided on the cars 113, it should be noted that it is envisioned that only some or none of the containers 106 may be included in the train 100. That is, train 100 may include cars 113 designed to carry many types of cargo, and should not be limited to the illustrated embodiment.
In any case, the freight train 100 may move through tunnel 114 in a direction 112, for example, at a desired speed for pulling the series 104a and 104b (or set) of cars 113 therethrough. As the freight train 100 moves therethrough, there is a possibility for overheating and/or stalling (or near-stalling) of one or more locomotives in consist 102 or 102a. For example, the air movement halfway through or in the midsection of the tunnel 114, such as near locomotive consist 102a in
The fan car 120 may be mounted or coupled adjacent a locomotive or locomotive consist 102 or 102a in a desired location within the train 100. In the illustrated embodiment of
As shown in
In some cases, the fan 124 may comprise a vane axial, tube axial, or propeller-type fan, for example. However, the axial positioning of the blades should not be limiting. For example, it is envisioned that, in an embodiment, the fan 124 may also be a centrifugal fan (e.g., directing air toward the side walls of a tunnel 114). Also, the type, shape, pitch, or number of blades used in fan 124 should not be limiting.
The fan 124 of fan car 120 imparts movement to the air within the tunnel annulus as the train travels through in a direction 112, for example. For example, should air flow into the fan 124 via inlet 138 at a velocity “v,” air will flow out of the fan at a velocity “v+x.”
Preferably, in an embodiment, the fan 124 is designed to generate airflow of at least 75,000 ft3/s (cfm). In some cases, the airflow may reach up to and including 125,000 cfm. Of course, the amount of generated airflow should not be limiting. For example, it is envisioned that the speed or rate of rotation of the fan 124 may be adjustable.
In some embodiments, the fan car 120 may also comprise one or more power sources 122 for imparting motion to the fan 124 (e.g., rotating one or more of blades of the fan 124 about its axis) to generate airflow. In some embodiments, the power source 122 may be an existing power source such as one that is provided in a locomotive, car, or container. In the illustrated embodiment, the power source 122 is a separate and distinct device that is mounted to a top of the car body 113. However, such a mounting location should not be limiting. In any case, the power source 122 may include a plurality of devices, such as, but not limited to, an engine (e.g., diesel engine), a motor (e.g., electrical motor), a battery, a generator, or a combination thereof, for example. In some embodiments, the power source 122 may be rechargeable. For example, in some cases, the power source 122 may include devices such as solar panels for charging a battery. The power source 122 may be remotely activated or a continuous power source. In any case, the power source 122 may be capable of imparting motion to the blades of the fan 124.
Though not described in detail, it is to be understood that the fan 124 may be connected to the power source 122 (or an existing power source) using devices such as gears, wheels, power trains, etc. In an embodiment, the rotation of the blades is caused by a gear train connecting the fan 124 to the wheels 116 of the car 120. For example, it is envisioned that the wheels 116 could translate the motion of the train 100 into mechanical rotation of the fan 124. As such, the devices and methods for configuring the fan 124 to generate airflow should not be limited.
The fan car 120 may also incorporate one or more flow director devices 126 such as air intakes, exhausts, nozzles, and/or ports for directing or redirecting the airflow generated by the fan 124, and increase movement thereof. For example, also shown in
Each flow director 126 may comprise a substantially “Y”-shaped body, for example. Thus, the body may comprise a pair of diverging ports and a single port, that are positioned adjacent the fan 124 as two inlets and one outlet, or two outlets and one inlet. In the illustrated embodiment, two Y-shaped flow directors 126 are positioned on the car body 113 on opposing longitudinal sides of the fan 124, such that they are aligned with the inlet 138 and outlet 140 of the fan 124, and in a manner that a single port is facing the fan 124 and a pair of diverging portions are facing away from the fan 124. Specifically, a first flow director is mounted such that its outlet 130b is aligned with and facing the inlet 138 of fan 124. A second flow director 126 is mounted such that its inlet 131a is aligned with the outlet 140 of fan 124, and its outlet 131b is facing away from the fan 124.
The above described directional movement of the air in direction 134 via the “Y”-shaped flow directors 126 is advantageous as it directs air toward the fan 124 and then around the adjacent device (i.e., in this case, it is directed around the locomotive consist 102a, as shown in
Though the shape of the illustrated flow directors 126 provides the above-noted advantages, the flow directors 126 need not be provided or limited to the Y-shape as illustrated in
Also, flow directors 126 need not be provided for both the inlet 138 and the outlet 140 of the fan. Flow directors 126 may be provided only at the inlet 138 or only at the outlet 140, for example. In some cases, flow directors 126 may not be provided at all. Further, the mounting location of the flow directors 126 should not be limiting. For example, although the flow directors 126 are shown mounted to the car body 113, and in relation to the fan 124, it is envisioned that, in some embodiments, the flow directors 126 may be portable or removably attached devices that are connected to one or more parts of the fan 124, such as connected directly to the inlet 138 and/or outlet 140, for example. As such, the flow directors 126 may comprise substantially curved walls or shapes for directing air into and out of the fan 124.
Furthermore, the positioning and shape of the flow directors 126 should also not be limiting. For example, in the case of using a centrifugal fan as fan 124, i.e., a fan which directs gases or air approximately 90 degrees outward from its inlet, it is envisioned in some embodiments that flow directors 126 may be positioned on the car body 113 according the location of the inlet 138 or outlet 140 of the fan 124.
In some cases, the fan 124 may be mounted to the car body 113 via a pivoting connection 128, such as shown in the example embodiment of
In some cases, a locking mechanism (not shown) may be provided to lock the pivoting connection 128 at one or more specific locations about the axis. For example, a locking mechanism may be associated with the pivoting connection 128 itself, its mounting, or with the car body 113. The locking mechanism could position the inlet and the outlet of the fan 124 such that air is directed in an opposite direction or in a perpendicular direction (e.g., in the tunnel annulus, towards the side walls of the tunnel 114), for example. The locking mechanism may comprise a pin type locking mechanism, wherein one or more pins are inserted and locked in openings. The locking mechanism may also comprise a rotation limiting mechanism, so as to limit rotation of the pivot connection 128. One example of a locking mechanism is described with respect to
A rotating or pivoting connection 128 enables one to direct the intake and exhaust of the fan 124 with respect to the train 100, and thus may assist in directing/redirecting air, as noted above with respect to the flow directors 126, around the surrounding locomotives 102 or 102a or cars 113 (or containers 106, if provided). Additionally, the pivoting connection 128 allows personnel or an operator to adjust the position of the inlet and thus the direction for directing/redirecting air. For example, in some embodiments, if so desired, the fan 124 may be positioned (e.g., using a locking mechanism) such that it draws air through inlet 138 and through outlet 140 in an opposite direction to arrows 132 and 134. That is, the fan 124 may expel air through its outlet 140 in a same direction (e.g., forward) that the train is moving as represented by arrow 112.
a and 6b illustrate side views of alternate fan cars 120a and 120b each comprising a fan 124a and 124b, respectively, connected to a car body 113a in accordance with other embodiments. In these example embodiments, each fan 124a and 124b is mounted via a mounting assembly 137 to an upper surface of the car body 113. The mounting assembly 137 for each fan includes a pivoting connection 128a which is configured to impart rotation to fan 124a about a horizontal axis that is perpendicular to a longitudinal axis of the car body 113 and train 100. The embodiments of
a and 6b also illustrate flow director devices 144 of an alternative design which may be provided on the fan cars 120a and 120b as air intakes, exhausts, nozzles, and/or ports for directing or redirecting the airflow generated by the fans 124a, 124b. The flow director device 144 is connected to car 113 via a number of mounting braces or links 144 such that it may be aligned with the fan, for example. The flow director devices 144 acts in a similar manner to the flow director devices 126 described with respect to
In an embodiment, the fan car 120 comprises a configuration that allows for a close-fit design between its fan and one or more flow directors. For example,
The mounting assembly 137 may also include a top connecting portion 150 and a number of side portions 152. The top connecting portion 150 has an upper portion 146 for assisting in mounting the fan 124c thereto. Specifically, the upper portion 146 includes a receiving opening 156 for receiving a mounting and pivoting pin 160 of the fan 124c. The mounting and pivoting pin 160 allows the fan 124c to rotate horizontally (as shown by arrow 143) about the horizontal axis. The side portions 152 extend outwardly in a substantially horizontal direction. The side portions 152 each comprise a stop, such as a seat or bushing 154, which are used to limit rotation of the fan 124c about the horizontal axis to 180 degrees. The fan 124c includes a stop pin 158 which are received in the stop bushing 154. Again, although only a first/right side is shown, it is to be understood by one in the art that stop pins 158 and stop bushings 154 are also provided on the second/left side as well. Additionally, in an embodiment, the pivot pin 160 may be an elongated bushing that extends from the first side to the second side through receiving openings 156. Alternatively, in another embodiment, the pivot pin 160 may comprise two separate pins.
To switch the direction of the generated air, for example, the fan 124c may be pivoted about the horizontal axis using mounting and pivoting pin 160. As indicated the arrow 143, the stop pin 158 may be inserted and locked (e.g., using locking pin 164) in the right or front stop bushing 154. Of course, other devices (such as nuts and bolts, latches, etc.) may be used as securing devices. As such,
As herein noted, placing a high-efficiency, high-velocity fan on a railroad car 113 which can be placed in a freight train 100 in proximity to the locomotive unit(s) 102 or 102a has not been previously considered. This fan car 120 and the above-noted features assist in imparting kinetic energy to the air in the tunnel annulus, thereby improving on the above-noted disadvantages including overheating and stalling of locomotives within the train 100.
It is noted that the location and grade (i.e., tilt) of the tunnel 114 is not significant to the features of this disclosure, and therefore should not be limiting to the depiction as illustrated in
Also, the devices and methods used to mount the described features, e.g., fan 124, flow directors 126 and 144, power source 122, mounting assemblies 137 and 139, locking devices 154 and 158, et al. should not be limiting.
For example, it is within the scope of the invention that the fan car 120 may be a car that is capable of mounting or stacking. That is, in an embodiment, a car 113 may comprise a surface or a container that is configured to be mounted on top of a bottom container such as a container 106 to form a stack (or double stack). In an embodiment, corner fittings or connection openings may be provided for securing the car 113/container to another container. Such a car 113 or container may be stacked on top of a bottom container that is located immediately behind a lead locomotive consist 102, located just ahead-of or behind a mid-train consist 102a, or located just ahead of a rear-end locomotive consist in a train. Providing a fan 124 or fan car 120 on top of another container would provide similar air flow stimulation benefits as noted above, for example.
In some cases, the supply of power to fan 124 may be periodically controlled. For example, it may be desirous to conserve energy of the power source 122 by limiting the supply of power to the fan 124 of the fan car 120 such that it generates airflow during a specific time period or in a specific location. In a possible embodiment, a communication device may be used to communicate with a control system or controller (not shown). The control system or controller may be provided to control a circuit, system, or processor of a system by interpreting and executing instructions that are fed thereto. For example, instructions may be provided to a controller for supplying, reducing, and/or stopping power fed to a power source. Such instructions may be provided wirelessly. In an embodiment, the power source 122 may include a control system and wireless communication device 170 in communication with each other for controlling the generation of airflow by the fan 124. For purposes of this invention, a “communication device” is to be defined as any type of instrument, device, machine, or equipment which is capable of transmitting, acquiring, decrypting, or receiving any type of electronic, data, audio, radio transmissions, signals, or other communication information, or any part of a circuit, module, software, or other component that is capable of facilitating the transmission and receipt of information relating to the fan car 120 and its elements. In an embodiment, the communication device 170 receives instructions based on a position of the fan car 120 along track 103. As will be described, the communication device 170 may receive instructions via radio frequency (RF) communication via an antenna or a global positioning system (GPS) via satellite, for example. Of course, the methods of receiving such communication for powering the fan 124 should not be limited to the disclosed embodiments.
a,
9
b, and 9c illustrate an example of the train 100 of
In an embodiment, the wireless communication devices 166, 168, and/or 170 may utilize radio frequency communication. For example, the devices 166 and 168 may be short-range radio transmitters mounted with respect to a location of the tunnel 114 along the track 103. The communication device 170 of the fan car 120 may be a radio receiver.
Though
a,
10
b, and 10c illustrate an example of the train 100 of
In another possible embodiment, the controller may be designed to alert itself that power should be supplied to the power source 122 of the fan car 120 when a signal is no longer detected. For example, as shown in
In another possible embodiment,
The methods and/or devices used to control or communicate with the fan car 120 and its components should not be limited to the described embodiments. For example, in an embodiment, it is also envisioned that a wayside system may be used to communicate with the communication device 170 for powering the fan 124 of the fan car 120. The wayside system may be provided adjacent a tunnel entrance/exit or any other desirable place along a track for the generation of airflow. Of course, the devices used as for communicating such instruction should not be limiting as well.
While the principles of the invention have been made clear in the illustrative embodiments set forth above, it will be apparent to those skilled in the art that various modifications may be made to the structure, arrangement, proportion, elements, materials, and components used in the practice of the invention.
It will thus be seen that the objects of this invention have been fully and effectively accomplished. It will be realized, however, that the foregoing preferred specific embodiments have been shown and described for the purpose of illustrating the functional and structural principles of this invention and are subject to change without departure from such principles. Therefore, this invention includes all modifications encompassed within the spirit and scope of the following claims.
