RAILCAR HAVING NATURAL GAS ENGINE
A railcar is provided and includes at least one natural gas engine.
A railcar includes a natural gas engine for powering the rail car.
BACKGROUNDConventional railcars are powered by either a diesel engine or electrical motors.
SUMMARYIn accordance with one embodiment, a railcar comprises a chassis, at least two wheels, at least two traction motors, an electric generator, a current collector, a gear box, and at least two natural gas engines. The at least two wheels are rotatably coupled with the chassis and are configured to interact with rails of a track. Each traction motor is operably coupled with opposite ones of the at least two wheels. The electric generator is in electrical communication with each of the at least two traction motors and is configured to power the at least two traction motors to facilitate powered rotation of the at least two wheels. The current collector is electrically coupled with the at least two traction motors and is configured for electrical contact with an electrical rail of a track such that electrical power is transmitted from the electrical rail, through the current collector, and to the at least two traction motors to power the at least two traction motors. The gear box has at least two inputs and an output. The output is operably coupled with the electric generator. Each of the at least two natural gas engines are operably coupled with opposite ones of the at least two inputs of the gear box.
In accordance with another embodiment, a railcar comprises a chassis, at least two wheels, a drive assembly, a transmission, a gear box, and at least two natural gas engines. The at least two wheels are rotatably coupled with the chassis and are configured to interact with rails of a track. The drive assembly is operably coupled with each wheel of the at least two wheels. The transmission is operably coupled with the drive assembly. The gear box has at least two inputs and an output. The output is operably coupled with the electric generator. Each of the natural gas engines are operably coupled with opposite ones of the at least two inputs of the gear box.
In accordance with yet another embodiment, a method is provided for retrofitting at least two natural gas engines to a railcar. The railcar comprising a chassis, at least two wheels rotatably coupled with the chassis and configured to interact with rails of a track, at least two traction motors, each traction motor being operably coupled with opposite ones of the at least two wheels, an electric generator in electrical communication with each of the at least two traction motors and configured to power the at least two traction motors to facilitate powered rotation of the at least two wheels, and a current collector electrically coupled with the electric generator and configured for electrical contact with an electrical rail of a track such that electrical power is transmitted from the electrical rail, through the current collector, and to the electric generator to power the electric generator. The method comprises installing a gear box on the chassis. The gear box has at least two inputs and an output. The output is operably coupled with the electric generator. The method further includes installing at least two natural gas engines on the chassis and coupling each of the at least two natural gas engines with opposite ones of the at least two inputs of the gear box.
Various embodiments will become better understood with regard to the following description, appended claims and accompanying drawings wherein:
Embodiments are hereinafter described in detail in connection with the views and examples of
Referring now to
The input and output of the transmission 24 can be associated with each other such that operation of the input facilitates operation of the output. As is common, the transmission 24 can operate in a variety of different gears such that the engines 22 can drive the wheel(s) 16 at a variety of different speeds and torques, and in different directions. In one embodiment, the transmission 24 can be configured to selectively and alternatively operate in a neutral gear, a reverse gear, a first forward driving gear and a second forward driving gear. When in the neutral gear, operation of the input by the engines 22 does not result in operation of the output. Therefore, when the transmission 24 is in the neutral gear, power from the engines 22 is not transmitted to the wheel(s) 16. When the transmission 24 is in the reverse gear, or alternatively, a reversing system on the right angle drive 26 is engaged, power from the engines 22 can be transmitted to the wheel(s) 16 to facilitate movement of the railcar 10 in a reverse direction. When in each of the forward driving gears, power from the engines 22 can be transmitted to the wheel(s) 16 to facilitate movement of the railcar 10 in a forward direction. As is common, the transmission 24 can be shifted among the operating gears to facilitate operation of the wheel(s) 16 at a variety of different forward speed ranges. It will be appreciated that the input of the transmission 24 can operate the output of the transmission 24 at a different gear ratio depending upon the selected operating gear of the transmission 24. It will be appreciated that the input of the transmission 24 can operate the output of the transmission 24 at a different gear ratio depending upon the selected operating gear of the transmission 24.
In one embodiment, the transmission 24 can comprise an automated manual transmission (“AMT”) that is shifted between operating gears by a controller 36 (
As illustrated in
Since the gearbox 23 is driven by two engines instead of a single engine, as is common in conventional arrangements, the engines 22 can produce as much horsepower from the propulsion module 20 as a conventional propulsion module but with smaller, more lightweight, more compact, more efficient, more cost effective, more reliable and less polluting engines. For example, a conventional self-propelled railcar is shown generally in
The gearbox 23 can be provided with any of a variety of features that accommodate the use of small, lightweight, compact, efficient engines (e.g., natural gas powered engines). In one embodiment, each of the flywheels 25, the pair of idler gears 27, and the output gear 29 can cooperate to achieve a gear ratio of about 1.5:1. In such an embodiment, the overall diameter of each of the idler gears 27 can be greater than the overall diameter of each of the flywheels 25 and the overall diameter of the output gear 29 can be greater than the overall diameters of each of the idler gears 27. For example, the idler and output gears 27, 29 can have a diameter of between about 8 inches and 10 inches, and preferably about 9.5 inches. The flywheels 25 can have a diameter of between about 5 inches and 7 inches and preferably about 6 inches. Sizing the flywheels/gears relative to each other in this manner (e.g., with the diameters of the outer gears being less that the adjacent inner gear(s)) can allow the gears/flywheel to spin at speeds that encourage proper distribution of oil/gear fluid throughout the gearbox 23.
The flywheels 25, the idler gears 27, and the output gear 29 can be positioned within the gear case 31 to encourage a compact design that is capable of being provided under a railcar (e.g., 10). For example, the output gear 29 can be elevated relative to the flywheels 25 by a distance of about d1 (as measured between the rotational axis A1 of the output gear 29 and the rotational axes A2 of the flywheels 25) which in some arrangements can be between about 1 inch to about 3 inches and preferably about 2 inches. The flywheels 25 can be a distance d2 from the idler gears 27 (as measured between the rotational axes A2 of the flywheels 25 and the rotational axes A3 of the idler gears 27) which in some arrangements can be between about 5 inches and 9 inches and preferably about 7.5 inches. The idler gears 27 can be a distance d3 from the output gear 29 (as measured between the rotational axes A3 of the idler gears 27 and the rotational axis A1 of the output gear 29) which in some arrangements can be between about 7 inches and 11 inches and preferably about 9.5 inches. The bottom of the gears 25, 27, 29 can be spaced from a floor of the gear case 31 by a distance d4 which can be between about 2 inches and 4 inches and preferably about 3 inches. The flywheels 25 can be spaced from a floor of the gear case 31 by a distance d5 (as measured from the rotational axis A2) which can be between about 6 inches and 9 inches and preferably about 7.5 inches. The overall distance d6 between the flywheels 25 can be between about 33 inches and about 35 inches and preferably about 34 inches. The gear case 31 can have a height of h1 and a width of w1. The height h1 can be between about 15 inches and 18 inches and preferably about 16.5 inches. The width w1 can be between about 43 inches and 45 inches and preferably about 44 inches.
It will be appreciated that the engines 22 can comprise an internal combustion engine that powers the drive shaft (not shown) through combustion of a combustible fluid (e.g., a fuel). The fuel can be provided to the engines 22 from a fuel storage tank system 30, as shown in
In one embodiment, the engines 22 can consume natural gas, such as liquefied natural gas (LNG) or compressed natural gas (CNG), for example. In one embodiment, each of the engines 22 can be 8.8 liter naturally aspirated gas-optimized engines. The engines 22 can thus be more compact and can have less horsepower than the conventional diesel engines (e.g., due to lower BTU density of the natural gas as compared to diesel). It is to be appreciated that, in other embodiments, the combustible fluid can be any of a variety of suitable alternative non-diesel fuels, such as, for example, propane or gasoline. It is to be appreciated that any quantity of engines can be provided on a propulsion module and any quantity of propulsion modules can be provided on a railcar.
For natural gas engines, the fuel storage tank system 30 can be configured to accommodate natural gas (e.g., LNG or CNG). For example, the fuel storage tank system 30 can be formed of a plurality of type-III, carbon fiber wound tanks having aluminum cores. The fuel pressure within the fuel storage tank system 30 can be maintained at an effective storage pressure (e.g., about 3600 PSI) and then reduced at fuel lines (not shown) to an appropriate pressure (e.g., about 150 PSI) for delivery of the natural gas to the engines 22. The fuel storage tank system 30 and the fuel lines (not shown) can be external to the passenger compartment 14 and can include a plurality of valves (e.g., shut off valves) (not shown) for controlling the flow of the natural gas to the engines 22. The fuel storage tank system 30 and the fuel lines can be equipped with enhancements that accommodate for use on a railcar 10. The fuel storage tank system 30 and the fuel lines can also include a monitoring system (not shown) that include sensors for monitoring hazardous conditions such as fluid leaks, pressure loss, increased temperatures and crash event(s). The monitoring system can communicate with other control systems on the railcar 10 to provide appropriate response to a hazardous condition, such as, for example, cutting off the supply of fuel to the engines 22, isolation/identification of a leak in the fuel storage tank system 30, passenger alerts, and/or opening of ceiling mounted vents to vent any natural gas that has accumulated on the ceiling.
Referring again to
It is to be appreciated that any of a variety of other suitable accessories can be associated with the propulsion module 20 for direct or indirect powering by the engine(s) 22, such as, for example, an air compressor and/or alternator. The accessories can be connected to the drive shaft(s) via a belt, a gear, or any of a variety of suitable arrangements such that the drive shaft(s) serve as a power take off for the associated accessories. In one embodiment, as illustrated in
In one embodiment, each of the flywheels 25 of the engines 22 can be associated with a respective clutch (not shown). Each of the clutches can be operated to facilitate selective and individual disconnection of each engine 22 (e.g., the drive shafts) from the gearbox 23. The clutches can be operated automatically by a controller 36 (
In one embodiment, operation of the clutches can enable shifting of the transmission 24. In such an embodiment, the controller 36 (
In one embodiment, each of the clutches (not shown) can selectively disconnect one of the engines 22 from the gearbox 23 in response to failure and/or an abnormality. In such an embodiment, the controller 36 (
In one embodiment, the clutches (not shown) can selectively disconnect an engine 22 to enable low power operation of the railcar 10. For example, when the railcar 10 is operating in a low power condition, such as when traveling along a flat ground surface, when lightly loaded, or when the railcar 10 is at rest, one of the engines 22 can be disconnected from the transmission to allow for more efficient operation of the railcar 10. When additional power is needed, such as when the railcar 10 begins to traverse a hill, the disconnected engine 22 can be brought online to provide more power to the railcar 10.
In another embodiment, the overall fuel input of at least one of the engines 22 can be decreased relative to the other engine 22 to enable low power operation of the railcar 10 (e.g., to power the electrical system when the railcar 10 is at rest). The slowed engine 22 can operate more quietly and efficiently than when operating at full power. In one embodiment, the engine 22 can be slowed by limiting the amount of fuel (e.g., natural gas) that is provided to the engine 22 thereby slowing the engine 22.
The controller 36 (
In one embodiment, the propulsion module 20 can also include a protection system (not shown) that can monitor for events that might affect the safety and wellbeing of the railcar 10 and any passengers. The protection system can include a fire suppression system that monitors the environment of the railcar 10 or other vehicle, such as, for example, the temperature, vibration, fuel leakage, smoke and flame and internal pressures and facilitates appropriate action(s) (e.g., operator alerts, passenger alerts, shut down of fuel systems, disengaging one or more engines, slowing the vehicle and activating the fire suppression system) based upon the environment. In some embodiments, the protection system can be controlled by the master control system while in other embodiments, the protection system can be a stand-alone system. If the protection system senses a computer system failure, manual control of the railcar 10 can be utilized by an operator to control the railcar 10, and any valves associated with the fuel storage tank system 30 will shut off
It is to be appreciated that the propulsion module 20 can be installed on the chassis 12 during manufacture of the railcar 10 or alternatively can be retrofit onto an existing railcar. It is also to be appreciated that although the railcar 10 is shown to be a self-propelled passenger railcar (e.g., a Diesel Multiple Unit (DMU)), the propulsion module 20 can be provided on any of a variety other suitable rail-based vehicles and non-rail based vehicles.
An alternative embodiment of a propulsion module 220 is shown in
Another alternative embodiment of a railcar 310 is shown in
The first and second power controllers 344, 346 can be configured to condition the power from the current collector 348 to deliver appropriate power to the first and second plurality of traction motors 340, 342. In one embodiment, the first and second power controllers 344, 346 can include a transformer (not shown) and a voltage regulator (not shown) that converts the voltage from the electrical rail (e.g., 1200 VDC) to a lower voltage (e.g., 600 VDC) and stabilizes it (e.g., with the voltage regulator to facilitate powering the first and second plurality of traction motors 340, 342). The first and second power controllers 344, 346 can also be configured to facilitate selective powering of the first and second plurality of traction motors 340, 342 by an operator. For example, a throttle and brake controller (e.g., 377 in
Still referring to
The gear box 323 can include an output shaft 362 and a pair of input shafts 364. The output shaft 362 can be rotatably coupled to the input 358 of the electric generator 352 to facilitate rotation of a rotor (not shown) of the electric generator 352. The gearbox 323 can be similar to, or the same as, in many respects as the gearbox 23 of
The railcar 310 can also include an energy storage device 366 that is electrically coupled with the first and second power controllers 344, 346. The energy storage device 366 can be selectively charged with electrical energy from the electric generator 352 and/or the current collector 348 that is regulated and distributed through the first and second power controllers 344, 346. In one embodiment, the energy storage device 366 can be a supercapacitor. The energy storage device 366 can be charged during low current demand periods, such as when the railcar 310 is stopped at a station. The energy storage device 366 can augment the power provided from the electric generator 352 and/or the current collector 348 during high current demand periods, such as when the railcar 310 is leaving a station from a standstill with a full complement of passengers, or when moving from a lower elevation to a higher elevation as when exiting a tunnel or climbing a hill, for example.
The railcar 310 is thus configured to be powered by either onboard power (e.g., from the power pack module 350 and/or the energy storage device 366) or external power (e.g., from the current collector 348) or some combination of both. As such, the railcar 310 can be more versatile than conventional electrified railcars which are confined to tracks where electricity is available, such as a local or regional rail network. Conventional electrified railcars, thus, do not allow a passenger to continue riding on the same railcar when traveling within the electrified rail network to an area outside of the electrified rail network. Instead, when the electrified railcar reaches the end of the electrified rail network, passengers must disembark the electrified railcar and board a self-powered railcar (e.g., a diesel powered train), which can be cumbersome, time consuming and frustrating for passengers. The railcar 310, however, can be configured to transition between onboard power (e.g., from the power pack module 350 and/or the energy storage device 366) or external power (e.g., from the current collector 348) depending upon whether an electrified rail is available on the track. For example, when the railcar 310 is traveling along a track with an electrified rail, the railcar 310 can be powered with the electricity from the electrified rail and the power pack module 350 can be deactivated. When the electrified rail is no longer available, such as when traveling outside of an electric rail network, the current collector 348 can be deactivated (e.g., retracted toward the chassis 312) and the railcar 310 can be powered from the power pack module 350 and/or the energy storage device 366. The railcar 310 can thus allow a passenger to continue riding on the same railcar when traveling within the electrified rail network to an area outside of the electrified rail network.
The railcar 310 can be configured to automatically transition between onboard power and external power based upon the presence or absence of an electrified rail. In one embodiment, the operation control system can sense whether an electrified rail is available. If the electrified rail is available, the operation control system can facilitate engagement of the current collector 348 with the electrified rail. If the electrified rail is not available, the operation control system can facilitate activation of the power pack module 350. The operation control system can also periodically monitor the status of the electrified rail and can facilitate transitioning between use of onboard power and external power in response to a change in status of the electrified rail. For example, if the railcar 310 is using power from an electrified rail and the electrified rail becomes deenergized or the railcar 310 transitions to a track that does not have an energized rail, the operation control system can recognize the absence of electricity at the current collector 348 and can activate the power pack module 350 to operate the railcar 310. In another embodiment, the railcar 310 can be transitioned between onboard power and external power manually by an operator.
It is to be appreciated that the power pack module 350 can be installed on the chassis 312 during manufacture of the railcar 310 or alternatively can be retrofit onto an existing railcar. It is also to be appreciated that although the railcar 310 is shown to be a self-propelled passenger railcar (e.g., a Diesel Multiple Unit (DMU)), the power pack module 350 can be provided on any of a variety other suitable rail-based vehicles and non-rail based vehicles.
The operation control system can be part of a master control system that controls certain variables of the railcar 10 (e.g., throttle, ignition timing, transmission operation, and engine selection) or other vehicle application (e.g., breaking with slip/slide, dynamic braking and safety systems for natural gas) to facilitate effective operation of the railcar 10 (e.g., by optimizing performance and fuel economy). The master control system can rely on a variety of inputs (via a CAN bus or other suitable industrial bus including standard computer networks) from sensors and interfaces distributed throughout the railcar 10.
In one embodiment, the railcar 310 can be equipped with regenerative braking that facilitates charging of the energy storage device 366. In such an embodiment, when the railcar 310 is braking, the first and second plurality of traction motors 340, 342 can be temporarily configured as generators, to convert braking energy into electrical energy for charging the energy storage device 366.
Referring now to
It is to be appreciated that the energy storage device 366 can be charged at the station using any of a variety of suitable charging methods. Referring now to
Still referring to
An alternative embodiment of a railcar 510 is shown in
An alternative embodiment of a railcar 610 is shown in
Another alternative embodiment of a railcar 710 is shown in
Yet another alternative embodiment of a railcar 810 is shown in
The foregoing description of embodiments and examples has been presented for purposes of illustration and description. It is not intended to be exhaustive or limiting to the forms described. Numerous modifications are possible in light of the above teachings. Some of those modifications have been discussed and others will be understood by those skilled in the art. The embodiments were chosen and described for illustration of various embodiments. The scope is, of course, not limited to the examples or embodiments set forth herein, but can be employed in any number of applications and equivalent devices by those of ordinary skill in the art. Rather, it is hereby intended that the scope be defined by the claims appended hereto.
Claims
1. A railcar comprising:
- a chassis;
- at least two wheels rotatably coupled with the chassis and configured to interact with rails of a track;
- at least two traction motors, each traction motor being operably coupled with opposite ones of the at least two wheels;
- an electric generator in electrical communication with each of the at least two traction motors and configured to power the at least two traction motors to facilitate powered rotation of the at least two wheels;
- a current collector electrically coupled with the at least two traction motors and configured for electrical contact with an electrical rail of a track such that electrical power is transmitted from the electrical rail, through the current collector, and to the at least two traction motors to power the at least two traction motors;
- a gear box having at least two inputs and an output, the output being operably coupled with the electric generator; and
- at least two natural gas engines, each of the at least two natural gas engines being operably coupled with opposite ones of the at least two inputs of the gear box.
2. The railcar of claim 1 further comprising an electrical storage device electrically coupled with the at least two traction motors and configured to selectively deliver electrical power to the at least two traction motors.
3. The railcar of claim 2 wherein the electrical storage device is electrically coupled with the current collector to facilitate charging of the electrical storage device from the electrical rail of a track.
4. The railcar of claim 2 further comprising an onboard inductive charging coil that is electrically coupled with the electrical storage device, the onboard inductive charging coil being configured to facilitate charging of the electrical storage device from a trackside inductive charging coil.
5. The railcar of claim 2 wherein the electrical storage device comprises a supercapacitor.
6. The railcar of claim 2 further comprising a control system that is configured to:
- determine an upcoming route;
- predict energy level required to traverse the upcoming route; and
- coordinate charging of the electrical storage device to the energy level required to traverse the upcoming route.
7. The railcar of claim 1 further comprising a control system that is configured to:
- detect a request for brake application; and
- initiate regenerative braking at each of the at least two traction motors.
8. A railcar comprising:
- a chassis;
- at least two wheels rotatably coupled with the chassis and configured to interact with rails of a track;
- a drive assembly operably coupled with each wheel of the at least two wheels;
- a transmission operably coupled with the drive assembly;
- a gear box having at least two inputs and an output, the output being operably coupled with the electric generator; and
- at least two natural gas engines, each of the natural gas engines being operably coupled with opposite ones of the at least two inputs of the gear box.
9. The railcar of claim 8 wherein the drive assembly comprises a right angle drive and a drive link coupled with the right angle drive.
10. The railcar of claim 8 wherein the transmission comprises an automated manual transmission.
11. The railcar of claim 8 further comprising a fuel storage tank system.
12. The railcar of claim 8 further comprising an auxiliary generator operably coupled with the transmission such that it is powered from the at least two natural gas engines.
13. The railcar of claim 8 further comprising a clutch interposed between one of the at least two inputs of the gear box and one of the at least two natural gas engines, wherein the clutch is operable to facilitate selective disconnection of one of the at least two natural gas engines from the gearbox.
14. A method of retrofitting at least two natural gas engines to a railcar, the railcar comprising a chassis, at least two wheels rotatably coupled with the chassis and configured to interact with rails of a track, at least two traction motors, each traction motor being operably coupled with opposite ones of the at least two wheels, an electric generator in electrical communication with each of the at least two traction motors and configured to power the at least two traction motors to facilitate powered rotation of the at least two wheels, and a current collector electrically coupled with the electric generator and configured for electrical contact with an electrical rail of a track such that electrical power is transmitted from the electrical rail, through the current collector, and to the electric generator to power the electric generator, the method comprising:
- installing a gear box on the chassis, the gear box having at least two inputs and an output, the output being operably coupled with the electric generator; and
- installing at least two natural gas engines on the chassis;
- coupling each of the at least two natural gas engines with opposite ones of the at least two inputs of the gear box.
15. The method of claim 14 further comprising:
- installing an electrical storage device on the chassis; and
- electrically coupling the electrical storage device with the electric generator such that the electrical storage device selectively delivers electrical power to the electric generator.
16. The method of claim 15 further comprising electrically coupling the electrical storage device with the current collector to facilitate charging of the electrical storage device from the electrical rail of a track.
17. The method of claim 15 further comprising:
- installing an onboard inductive charging coil on the chassis; and
- electrically coupling the onboard inductive charging coil with the electrical storage device to facilitate charging of the electrical storage device from a trackside inductive charging coil.
18. The method of claim 15 wherein the electrical storage device comprises a supercapacitor.
19. The method of claim 14 further comprising installing a control system on the chassis that is configured to:
- determine an upcoming route;
- predict energy level required to traverse the upcoming route; and
- coordinate charging of the electrical storage device to the energy level required to traverse the upcoming route.
20. The method of claim 14 further comprising installing a control system on the chassis that is configured to:
- detect a request for brake application; and
- initiate regenerative braking at each of the at least two traction motors.
Type: Application
Filed: Dec 10, 2015
Publication Date: Jun 16, 2016
Inventors: Albert T. Schaefer, JR. (Columbus, OH), Steven Fuhrman (Baltimore, MD)
Application Number: 14/965,473