Battery-Electric Long Range Line Haul Locomotive, Recharging Infrastructure and Method of Operation
20220402528 · 2022-12-22
Inventors
Cpc classification
B61C17/12
PERFORMING OPERATIONS; TRANSPORTING
International classification
Abstract
Long range, zero emission, battery-electric line haul locomotive, off-grid renewable energy recharging infrastructure and method of operation are presented. Proposed battery-electric locomotive (Neon Zero) designed to exceed performance and operational capabilities of current state-of-the-art diesel-electric interstate line-haul locomotives, such as Wabtec (former GE) Evolution ET44AC series (USA), and EMD SD70ACe-T4 series from Electro-Motive Diesel (USA). Competitively priced with Tier 4+ diesel-electric locomotives, with affordable off-grid renewable energy recharging infrastructure, absolute zero emission, improved productivity, and huge savings on fuel cost (5+ times), maintenance (2+ times), and cabin crew expenses (up to 2 times) make proposed Neon Zero locomotive natural choice for replacement of diesel-electric locomotives worldwide, and particularly in North America railroad freight service. The Neon Zero locomotives and nationwide recharging infrastructure will bring dramatic benefits to railroads, shippers and the public, more significant than switching from steam to diesel-electric locomotives. Enabling technology for practical battery-electric, long range line haul locomotive will be a new generation of low cost/high specific energy Lithium Nickel Manganese Cobalt batteries with high nickel/low cobalt content such as NMC 811, or similar chemistry. Such battery cells are coming into mass production around 2025, and soon will be available from all major battery manufacturers. First time in the history of electric vehicles, including locomotives, NMC 811 battery-powered vehicles will cost less than similar vehicles powered by diesel engines.
Claims
1. Long range, zero emission, battery-electric main line haul freight locomotive comprising: a. A 6-Axle/12-Wheel heavy duty locomotive chassis has maximum axle load of 72,000 lb, and maximum Gross Vehicle Weight (GVW) of 432,000 lb; b. A plurality of electric traction motors with combined power of 2,301 Hp or more; c. An insulated locomotive body attached to heavy duty locomotive chassis; d. A crew cabin; e. A main rechargeable battery comprising from plurality of individual cells combined into modules and racks with total capacity more than 2 Mwh to power electric traction motors; f A battery management system (BMS); g. A battery climate control system (HVAC); h. A main bi-directional DC-AC/AC-DC power inverter; i. A main bus coupling rechargeable battery with main bi-directional DC-AC/AC-DC power inverter; j. A traction bus coupling main bi-directional power inverter with plurality of electric traction motors; k. A traction motors master controller; l. A locomotive consolidated control system (LCCS) m. An Auxiliary Power Unit (APU) powered by PV solar panels; n. An APU solar panels controller/battery charger; o. A traction motors and power inverter cooling systems; p. A fire protection system; q. An electronic air brakes; r. A regenerative electric brakes; s. A regenerative brakes rechargeable buffer battery with battery management system (BMS); t. A no idling-in-motion adaptive cruise control (NOIIM-ACC); u. A locomotive situation awareness system (LSAS) comprising of multiple video cameras, night vision cameras, LIDAR, GPS, video link, communication system, and RC electric multi-rotor drone; v. A locomotive centralized remote control system (CRCS); w. A trains platoon control system (TPCS) allowing multiple trains to be driven synchronously as a single unit; x. A locomotive autonomous driving system (LADS); y. A locomotive positive train control system (LPTCS); z. A sandboxes traction control;
2. The locomotive according to claim 1, wherein said 6-Axle heavy duty locomotive chassis has maximum axle load of 79,000 lb, and maximum Gross Vehicle Weight (GVW) of 474,000 lb;
3. The locomotive according to claim 1, wherein said 4-Axle medium duty locomotive chassis has maximum axle load of 72,000 lb, and maximum Gross Vehicle Weight (GVW) of 288,000 lb, with combined electric traction motors power more than 2,301 Hp and less than 4,000 Hp;
4. The locomotive according to claim 3, wherein said 4-Axle medium duty locomotive chassis has maximum axle load of 79,000 lb, and maximum Gross Vehicle Weight (GVW) of 316,000 lb;
5. The locomotive according to claim 1, wherein said freight locomotive configured to be used as a short line-haul or yard switcher locomotive;
6. The locomotive according to claim 1, wherein said freight locomotive configured to be used in passenger service;
7. The locomotive according to claim 1, wherein said freight locomotive built on used remanufactured diesel-electric locomotive chassis;
8. The locomotive according to claim 1, wherein said 8-Axel super heavy duty locomotive chassis has maximum axle load of 72,000 lb, and maximum Gross Vehicle Weight (GVW) of 576,000 lb, with combined electric traction motors power more than 4,000 Hp;
9. The locomotive according to claim 1, wherein said 8-Axle or more super heavy duty locomotive chassis has maximum axle load of 79,000 lb or more, and maximum Gross Vehicle Weight (GVW) of 632,000 lb or more, with combined electric traction motors power of 4,000 Hp or more;
10. The locomotive according to claim 1, wherein said locomotive has no crew cabin, and remotely controlled (RC) by crew from master locomotive, when said RC locomotive used in same train consist;
11. The RC locomotive according to claim 10, wherein said RC locomotive has additional manual control;
12. The locomotive according to claim 1, wherein said one or more additional rechargeable batteries located on separate heavy or medium duty chassis with no propulsion means (battery tender), said temporarily attached to the locomotive in order to increase total battery capacity;
13. The battery tender according to claim 12, wherein said tender rechargeable battery of any known or future chemistry or type, has capacity more than 1 Mwh per tender, or combined capacity more than 2 Mwh of all battery tenders in train consist;
14. The battery tender according to claim 12, wherein said one or more battery tenders coupled to one or more diesel-electric locomotives in order to provide battery storage for electricity generated by regenerative brakes on diesel-electric locomotives;
15. The locomotive according to claim 1, wherein said plurality of electric traction motors are AC type;
16. The locomotive according to claim 1, wherein said plurality of electric traction motors are DC type;
17. The locomotive according to claim 1, wherein said plurality of electric traction motors are less than full set of axels;
18. The locomotive according to claim 17, wherein said 6 axel locomotive have 4 powered axel with combined electric traction motors power more than 2,301 Hp and less than 4,000 Hp;
19. The locomotive according to claim 17, wherein said 4 axel locomotive has 2 powered axel with combined electric traction motors power less than 2,301 Hp;
20. The locomotive according to claim 1, wherein said rechargeable locomotive battery of any known or future chemistry or type, has capacity more than 1 Mwh per locomotive;
21. The locomotive according to claim 1, wherein said more than one locomotive used in same train consist, and said rechargeable locomotive batteries of any known or future chemistry or type, have combined capacity more than 2 Mwh per train consist;
22. The locomotive according to claim 1, wherein said one or more locomotives, and said one or more battery tenders used in same train consist, and said rechargeable locomotive or tender batteries of any known or future chemistry or type, have combined capacity more than 2 Mwh per train consist;
23. The locomotive according to claim 1, wherein said one or more locomotives coupled to one or more diesel-electric locomotives to form Mixed Multi-Unit (MMU) locomotive consist in order to provide battery storage for electricity generated by regenerative brakes on diesel-electric, or battery-electric or both types of locomotives in Mixed Multi-Unit (MMU) consists;
24. The locomotive according to claim 23, wherein said rechargeable battery of any known or future chemistry or type, has capacity more than 1 Mwh per battery-electric locomotive or combined capacity more that 2 Mwh of all battery-electric locomotives in mixed Multi-Unit (MMU) locomotive consists;
25. The locomotive according to claim 1, wherein said rechargeable battery cells used in rechargeable locomotive or tender batteries of any known or future chemistry or type, have Specific Energy of 80 wh/kg or more on cells level, or module/battery level, if module/battery has only one cell;
26. The locomotive according to claim 1, wherein said rechargeable locomotive or tender battery has standard charging rating of 0.5 C or more, and can be fully charged from 0% to 100% SOC in 2 hour or less;
27. The locomotive according to claim 1, wherein said rechargeable locomotive or tender battery has standard discharge rating more than 0.1 C, and can be fully discharged from 100% to 0% SOC in 10 hour or less;
28. The locomotive according to claim 1, wherein said rechargeable locomotive or tender battery has 1,000 or more charge/discharge life cycles at 0.5 C charge/0.5 C discharge rate, and 100% state of charge/discharge at room temperature, and will retain 80% or more of initial rated capacity;
29. The locomotive according to claim 1, wherein said rechargeable locomotive or tender battery has more than 3,000 charge/discharge life cycles at 1 C charge/1 C discharge rate, and 100% state of charge/discharge at room temperature, and will retain 80% or more of initial rated capacity;
30. The locomotive according to claim 1, wherein said rechargeable locomotive or tender battery has life span of 5 years or more and will retain 80% or more of initial rated capacity under standard SOC-SOD conditions;
31. The locomotive according to claim 1, wherein said rechargeable locomotive or tender battery is Lithium Nickel Manganese Cobalt (LNMC) cathode chemistry with high proportion of nickel and low proportion of cobalt content;
32. The locomotive according to claim 31, wherein said rechargeable locomotive or tender battery is Lithium Nickel Manganese Cobalt (LNMC) cathode chemistry, and Graphite, Graphite-Silicon Mix, Silicon, Silicon Alloys, Lithium Metal, Lithium Alloys or LTO (Lithium Titanate Oxide) anode;
33. The rechargeable locomotive or tender battery according to claim 31, wherein said locomotive or tender battery has cathode with high nickel & low cobalt content with rounded nickel, manganese & cobalt content proportion of close to 9-0.5-0.5, 8-1-1, 7-2-1, 6-3-1, 6-2-2, 5-4-1, 5-3-2, 4-4-2, 4-5-1, 4-3-3, known as LNMC90, LNMC 811, LNMC 721, LNMC 631, LNMC 622, LNMC 541, LNMC 532, LNMC 442, LNMC 451, LNMC 433 battery chemistry;
34. The locomotive according to claim 1, wherein said rechargeable locomotive or tender battery is Lithium Nickel Cobalt Aluminum (LNCA) cathode chemistry with any high proportion of nickel, and low proportion of cobalt content;
35. The locomotive according to claim 34, wherein said rechargeable locomotive or tender battery is Lithium Nickel Cobalt Aluminum (LNCA) cathode chemistry, and Graphite, Graphite-Silicon Mix, Silicon, Silicon Alloys, Lithium Metal, Lithium Alloys or LTO (Lithium Titanate Oxide) anode;
36. The rechargeable locomotive or tender battery according to claim 34, wherein said locomotive or tender battery has high nickel & low cobalt content with rounded nickel, aluminum and cobalt content proportion of close to 9-0.5-0.5, 8-1-1, 7-2-1, 6-3-1, 6-2-2, 5-4-1, 5-3-2, 4-4-2, 4-5-1, 4-3-3 known as LNCA 90, LNCA 811, LNCA 721, LNCA 631, LNCA 622, LNCA 541, LNCA532, LNCA 442, LNCA 451, LNCA 433 battery chemistry;
37. The locomotive according to claim 1, wherein said rechargeable locomotive or tender battery is Lithium Nickel Cobalt Manganese Aluminum (LNCMA) cathode chemistry with high proportion of nickel and low proportion of cobalt content;
38. The locomotive according to claim 37, wherein said rechargeable locomotive or tender battery is Lithium Nickel Cobalt Manganese Aluminum (LNCMA) cathode chemistry with rounded 2 part of cobalt content or less, and Graphite, Graphite-Silicon Mix, Silicon, Silicon Alloys, Lithium Metal, Lithium Alloys or LTO (Lithium Titanate Oxide) anode;
39. The locomotive according to claim 1, wherein said rechargeable locomotive or tender battery is Lithium Iron Phosphate (LFP) chemistry a.k.a. LiFePo4, and Graphite, Graphite-Silicon Mix, Silicon, Silicon Alloys, Lithium Metal, Lithium Alloys or LTO (Lithium Titanate Oxide) anode;
40. The locomotive according to claim 1, wherein said rechargeable locomotive or tender battery is Lithium Titanate Oxide (LTO) cathode chemistry, and any known or future anode material;
41. The locomotive according to claim 40, wherein said rechargeable locomotive or tender battery is Lithium Titanate Oxide (LTO) cathode chemistry, and Graphite, Graphite-Silicon Mix, Silicon, Silicon Alloys, Lithium Metal, Lithium Alloys or LTO (Lithium Titanate Oxide) anode;
42. The locomotive according to claim 1, wherein said rechargeable locomotive or tender battery has Conversion Type Cathode of Lithium Metal-Fluoride chemistry, and any known or future anode material;
43. The locomotive according to claim 42, wherein said rechargeable locomotive or tender battery is Lithium Iron-Fluoride or Copper Fluoride cathode chemistry, and Graphite-Silicon Mix, Silicon, Silicon Alloys, Lithium Metal, Lithium Alloys or LTO (Lithium Titanate Oxide) anode;
44. The locomotive according to claim 1, wherein said rechargeable locomotive or tender battery has Conversion Type Cathode of Lithium Sulfur chemistry, and any known or future anode material;
45. The locomotive according to claim 44, wherein said rechargeable locomotive or tender battery is Lithium Sulfur cathode chemistry, and Graphite-Silicon Mix, Silicon, Silicon Alloys, Lithium Metal, Lithium Alloys or LTO (Lithium Titanate Oxide) anode;
46. The locomotive according to claim 1, wherein said rechargeable locomotive or tender battery is Semi-Solid Dual Electrolyte type cathode, and Lithium Iron Phosphate (LFP) or Nickel Manganese Cobalt Oxide (NMC) chemistry;
47. The locomotive according to claim 1, wherein said rechargeable locomotive or tender battery is All-Solid State Battery (ASSB) type with solid cathode, solid ion-conducting electrolyte and solid anode, all of same or different chemistries;
48. The locomotive according to claim 1, wherein said rechargeable locomotive or tender battery cells utilize large format prismatic, pouch or cylindrical housing;
49. An energy train comprising of plurality of battery electric locomotives according to claim 1, and plurality of battery tenders according to claim 12, assembled in train consist to move and distribute electric energy over the railroad routs from power generating plants to recharging stations, or grid substations with no need for electric transmission lines;
50. The energy train according to claim 49, wherein said energy train comprising from at least one battery powered electric locomotive of claim 1, and at least one battery tender of claim 12;
51. The energy train according to claim 49, wherein said train consist comprising of plurality of battery tenders and battery electric locomotives with total battery capacity more than 1,000 Mwh (1 Gwh);
52. A recharging infrastructure to provide source of outside power to recharge locomotives of claim 1, and battery tenders of claim 12 comprising: a. A recharging stations distributed along a railroad routs, and located on railroad's property; b. A recharging stations side rails to hold trains in need of stationary recharging; c. A short overhead or 3d rail power line, for non-stop in motion recharging; d. A battery chargers and connecting equipment to connect the chargers to locomotives or battery tenders; e. A plurality of off-grid power generating plants located in close proximity to recharging stations; f A short transmission lines connecting power generating plants to recharging stations; g. The energy trains according to claim 49; h. A recharging station's connection to the public power grid in order to sell excessive power capacity;
53. The recharging station according to claim 52, wherein said recharging stations spaced along railroad routs about every 300 miles, equivalent of about 12 hours freight train travel time between recharging, and equal to maximum allowable on-duty time for train crew;
54. The recharging stations according to claim 52, wherein said recharging stations placed at same locations as train crew replacement and train inspection;
55. The plurality of power generating plants according to claim 52, wherein said power plants are zero emission plants, utilizing renewable energy sources to generate electric power;
56. The plurality of battery tenders delivered to recharging stations from remote power generating plants by energy train according to claim 49, wherein said provide source of outside electric power at recharging stations;
57. The plurality of power generating plants according to claim 55, wherein said power plant is PV solar panels type;
58. The plurality of power generating plants according to claim 55, wherein said power plant is wind turbines type;
59. The plurality of power generating plants according to claim 55, wherein said power plant is hydro-electric type;
60. The plurality of power generating plants according to claim 55, wherein said power plant use battery energy storage to eliminate intermittence of renewable energy and provide power to recharging stations 24 hours/day;
61. The plurality of power generating plants according to claim 52, wherein said power plant is natural gas with CO2 sequestration type;
62. The plurality of power generating plants according to claim 52, wherein said public utility grids provide source of outside electric power to recharging stations;
63. The recharging infrastructure according to claim 52, wherein said the short transmission lines connecting power generating plants to recharging stations have typical length from 1 to 10 miles;
64. An insulated locomotive body according to claim 1, wherein said the locomotive body is light weight, semi-monocoque or monocoque type, insulated by Structural Insulated Panels (SIP);
65. The insulated locomotive body according to claim 64, wherein said locomotive body equipped with plurality of heating, ventilation, air conditioning (HVAC) units and controlled air ducts to provide optimal constant working temperature for battery cells in wide range of outside temperature conditions;
66. The locomotive according to claim 1, wherein said battery management system (BMS) comprising: a. A computer comprising of CPU, memory, operating system (software), sensor's data analyzing algorithm (software), communication protocol, plurality of monitors, input and output interfaces; b. A plurality of temperature, pressure, voltage, and current sensors to provide information to BMS computer on temperature, pressure, state of charge (SOC), depth of discharge (DOD) and state of health (SOH) of each cell, module, and rack of the locomotive's or battery tender's rechargeable battery; c. A plurality of battery cell active balancers, comprising of small bi-directional DC-DC converters to perform redistribution of energy between unevenly charged battery cells; d. A plurality of battery modules active balancers, comprising of bi-directional DC-DC converters to perform redistribution of energy between unevenly charged battery modules; e. A plurality of battery rack active balancers, comprising of bi-directional DC-DC converters to perform redistribution of energy between unevenly charged battery racks; f. The BMS computer controls SOC and DOD of the rechargeable battery in accordance with pre-set parameters and sensor's data, by issuing control command to abort battery charging when pre-set SOC reached, or warning that battery has low charge left and has to be recharged; g. The BMS computer controls recharging of the battery from regenerative brakes by issuing control commands to the bi-directional main DC-AC/AC-DC power inverter to redirect recovered energy back into the locomotive rechargeable battery; h. The BMS computer controls the temperature inside the insulated locomotive body and each battery racks in accordance with pre-set parameters and temperature sensor's data, by issuing control commands to the plurality of heating, ventilation, air conditioning (HVAC) units and controlled air ducts; i. The BMS computer controls SOH of the rechargeable battery cells, modules and racks in accordance with pre-set parameters and sensor's data, by issuing control commands to disconnect unhealthy or damaged unit, and warning for maintenance or replacement;
67. The locomotive according to claim 1, wherein said locomotive consolidated control system (LCCS) monitors and controls all locomotive functions and comprising: a. A computer comprising of CPU, memory, operating system (software), communication protocol, plurality of smart displays, input and output interfaces; b. A protocol translator interface; c. A local area data network (LADN); d. A plurality of controllers/control panels (included, but not limited) such as: Traction motors controller (TMC), Traction blower controller (TBC), Bi-directional main DC-AC/AC-DC power inverter controller (PIC) Power inverter blower controller (PIBC), Battery management system panel (BMSP), Battery climate control system panel (HVAC-P), Regenerative electric brakes controller (REBC), Regenerative brakes buffer battery controller (RBBBC) Electronic air brakes controller (EABC), Auxiliary Power Unit controller (APUC), Centralized remote control system panel (CRCS-C), Multi-Unit remote control system panel (MU-RCP) Video link, Communication and GPS system panel (VLC-GPS), Maintenance and diagnostic system panel (MDSP) Event recorder system panel (ERSP) End-of-Train system panel (EOTSP)
68. The locomotive according to claim 1, wherein said Auxiliary Power Unit (APU) comprising: a. A plurality of PV solar panels attached to insulated locomotive body outside surfaces; b. A PV solar panels controller/battery charger coupled to locomotive rechargeable battery via main bus;
69. The locomotive according to claim 68, wherein said plurality of PV solar panels are high efficiency, shading tolerated, extended durability Cadmium Telluride (CdTe) thin film type panels;
70. The locomotive according to claim 1, wherein said Regenerative Electric Brakes (REB) comprising: a. A plurality of locomotive traction motors temporarily reconfigured to work as a power generators; b. A regenerative electric brake controller, as a part of locomotive consolidated control system (LCCS); c. A LCCS computer algorithm (software) prioritizing use of regenerative brakes over electronic air brakes in order to convert kinetic train energy into storable electric energy; d. A locomotive main rechargeable battery to store recovered train's kinetic energy; e. A regenerative brakes rechargeable buffer battery (RBRBB) for temporarily storage of recovered energy; f A rechargeable buffer battery charger; g. A rechargeable buffer battery management system (RBBMS);
71. The regenerative brakes rechargeable buffer battery (RBBMS) according to claim 70, wherein said the buffer battery is high power density, high charge/discharge life cycles type and has capacity from about 1% to 5% of main locomotive rechargeable battery;
72. The rechargeable buffer battery according to claim 70, wherein said the buffer battery has standard charging rating of 6C or more, and can be charged to 100% SOC in 10 minutes or less;
73. The rechargeable buffer battery according to claim 70, wherein said the buffer battery has 10,000 or more charge/discharge life cycles at 6 C charge/3 C discharge rate;
74. The rechargeable buffer battery according to claim 70, wherein said the buffer battery is Lithium Titanate Oxide/Li4Ti5O12 (LTO) cathode chemistry;
75. The rechargeable buffer battery according to claim 70, wherein said the buffer battery is Lithium Ion Super Capacitor (LISC) type;
76. The locomotive according to claim 1, wherein said locomotive centralized remote control system (CRCS) comprising: a. A ground based centralized control center(s) with multitude of train drivers/engineers remotely controls and drives multiple trains each; b. A driver/engineers control consoles, duplicating similar console in the locomotive cabin, connected to the locomotive consolidated control systems (LCCS) by direct communication link; c. A large format video monitor at each control console connected to the locomotive situation awareness system (LSAS) by direct video link; d. A locomotive situation awareness system (LSAS) comprising of multiple video cameras, night vision cameras, LIDAR, GPS, sound and weather sensors, video link, communication system, an autonomous multi-rotor drone;
77. The locomotive according to claim 1, wherein said locomotive autonomous driving system (LADS) comprising a. A locomotive super computer (LSC) with artificial intelligence software (AI); b. A set of sensors included in locomotive situation awareness system (LSAS); c. A locomotive positive train control system (LPTCS); d. A no idling-in-motion adaptive cruise control (NIM-ACC);
78. The locomotive according to claim 1, wherein said locomotive positive train control system (LPTCS) comprising: a. A locomotive speed control unit (LSCU); b. A locomotive navigation system and track profile database; c. A bi-directional data link to inform signaling equipment of the train's presence; d. A wireless or wired communication channels to dynamically inform the speed control unit of changing track or signal conditions; e. A locomotive centralized remote control system (CRCS), or locomotive autonomous driving system (LADS) directly issuing movement authorities to the trains;
79. The locomotive according to claim 1, wherein said trains platoon control system (TPCS), allowing multiple trains to be driven in synchronous manner as a single unit (platoon), with substantially reduced distance between trains;
80. The trains platoon control system (TPCS) according to claim 79, wherein said trains platoon movement control performed by single driver/engineer located in main locomotive cabin of the first train in platoon;
81. The trains platoon control system (TPCS) according to claim 79, wherein said trains platoon movement control performed by single driver/engineer utilizing locomotive centralized remote control system (CRCS);
82. The trains platoon control system (TPCS) according to claim 79, wherein said trains platoon movement control performed by locomotive autonomous driving system (LADS) without a driver's active control;
83. Method of freight trains operation comprising: a. A plurality of freight railroad cars combined in train consists with gross weight from 1,000 to 25,000 ton; b. At least one battery-electric main line haul locomotive according to claim 1 per train consist; c. A plurality of remotely controlled (RC) battery-electric line haul locomotives according to claim 10; d. A plurality of battery tenders according to claim 12; e. A recharging infrastructure distributed along a railroad routs according to claim 52; f. A plurality of zero emission power plants located in close proximity to recharging stations according to claim 55; g. A plurality of zero emission power plants and energy trains provide virtually 100% zero emission operation; h. At least one ground based centralized control center according to claim 76;
84. Method of freight trains operation according to claim 83, wherein said typical US train consist will have 70 to 125 cars, will be 6000 ft to 8000 ft long, and has 5,000 to 25,000 ton gross weight;
85. Method of freight trains operation according to claim 83, wherein said typical US train consist will have 3 battery-electric locomotives with total battery capacity of 60-90 Mwh (20-30 Mwh per locomotive) and no battery tenders;
86. Method of freight trains operation according to claim 83, wherein said recharging stations spaced on average about 300 miles (8 to 12 hour travel time between recharging), and will recharge locomotive batteries in 30 to 45 minutes;
87. Method of freight trains operation according to claim 83, wherein said any train consist will have US Cost-to Cost range, limited only by recharging infrastructure availability, but not limited by train size, weight or speed;
88. Method of freight trains operation according to claim 83, wherein said average US freight railroad train consist (73.2 cars/7,000 gross ton weight) will have fuel efficiency about 1,450 Revenue Ton-Miles/Gallon-Equivalent of diesel fuel, or about 3.1 times better than similar train powered by diesel-electric locomotives (about 470 RTM/gallon);
89. Method of freight trains operation according to claim 83, wherein said cost of electricity will be fixed through long term (20+ years) Power Purchase Agreement (PPA), and will eliminate fuel price volatility typical for diesel-electric locomotives operation;
90. Method of freight trains operation according to claim 83, wherein said cost of electricity will be below $0.04/kwh in 2020 USD (less than $1.7 per gallon-equivalent of diesel fuel) compare to $2.83/gallon (10 years US system-wide average diesel fuel cost in 2020 USD);
91. Method of freight trains operation according to claim 83, wherein said annual cost of fuel will be about $101,000/year for battery-electric locomotive compare to about $515,000/year for diesel locomotive, or US system-wide savings of $8+ billion/year for 20,000 line haul locomotives, or $240 bill over 30 years locomotive life span (in 2020 USD);
92. Method of freight trains operation according to claim 83, wherein said absolute zero emission operation will eliminate US system-wide use of about 3.6 billion gallons/year of diesel fuel, and replace over 150 Gw of coal and natural gas burning power plants capacity;
93. Method of freight trains operation according to claim 83, wherein said absolute zero emission operation will eliminate US system-wide about 50 million ton/year greenhouse gases (CO2) and other pollutants from 20,000 locomotives, and about 150 million ton/year from power plants, worth $5+ billion/year in possible Federal and State Tax Credits and other incentives, or about $150 billion over 30 years period (in 2020 USD);
94. Method of freight trains operation according to claim 83, wherein said locomotive maintenance will be reduced more than 2 times from about 1300 man-hrs/year for diesel-electric to about 600 man-hrs/year for battery-electric locomotive, or from about $195,000/year to $85,000/year per locomotive, or US system-wide savings of more than $2+ billion/year for 20,000 line haul locomotives, or $60+ billion over 30 years locomotive life span (in 2020 USD);
95. Method of freight trains operation according to claim 83, wherein said multiple trains, typically 2 to 6, remotely operated by single driver/engineer from ground based centralized control center, and one or no cabin crew member (conductor/operator), which will provide US system-wide savings from $1.5 billion/year to $2.5 billion/year in labor cost, or from $45 billion to $75 billion over 30 years locomotive life span (in 2020 USD);
96. Method of freight trains operation according to claim 83, wherein said train control performed by locomotive autonomous driving system (LADS) and one or no cabin crew member (conductor), which will provide system-wide savings about $3 billion/year in labor cost, or $90 billion over 30 years locomotive life span (in 2020 USD);
97. Method of freight trains operation according to claim 93, wherein said multiple trains, typically 2 to 6, moving in synchronous manner as a single unit (platoon) with reduced distance between trains and increased train speed, therefore increasing existing railroad tracks capacity up to 25+%, and reducing necessary $3-$5 billion/year capital investment to increase railroads capacity, or $100-$150 Billion savings over 30 Years (in 2020 USD);
98. Method of freight trains operation according to claim 83, wherein said upon implementation of the method on 52,300 miles US primary railroad freight corridors alone, combined US system-wide savings can be as high as $25 billion/year, or $750 billion over 30 years battery-electric locomotive life span (in 2020 USD;
Description
BRIEF DESCRIPTION OF THE FIGURES
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DETAILED DESCRIPTION OF THE INVENTION
[0080] The Neon Zero locomotives, presented in this invention, become possible only because of recent development of low cost, high specific energy, fast recharging time, and high life cycle Lithium Nickel Manganese Cobalt battery cells with high nickel/low cobalt content (NMC 811, NMC 622 or similar chemistry). Such battery cells soon will be available from all battery manufacturers. NMC 622 is a more mature technology, and will come on the market first, and NMC 811 will follow after. The first time in the history of electric vehicles, including locomotives, NMC 811 battery powered vehicles will cost less than similar vehicles powered by internal, combustion (including diesel) engines. Neon NMC 622 and NMS 811 battery cell drawings, specifications and life cycle graphs are presented in
Neon Zero Locomotive Battery Sizing
[0081] The Neon Zero battery size depends on several major factors such as: available volume and maximum weight locomotives have for the battery, volumetric and gravimetric specific energy of the battery cells high enough to fit in the available volume and available weight limit, energy consumption for particular trains on particular routes, average and maximum distance between recharging stations, and battery cost consideration. The locomotive battery has to be sized to move, with reasonable reserve, less energy-efficient trains, a.k.a heavy and fast trains on the route with steep grades. From an operational stand point of view, Neon Zero chargers spaced on average at 275+/−miles, and a reserve set up for at least 50+ miles, or about 2+ hours drive time before recharging. Because of limitations on available space and weight, Neon Zero locomotive can accommodate battery weight of <105 metric ton, and 48 or 64 (Main/RC Loco) 19″ battery racks.
[0082] The battery capacity for Neon Zero 4500e locomotives sized at 16 Mwh for Main and 22 Mwh for RC locomotives. Such numbers arrived from energy consumption of 6,500 Ft long/8,100 Ton Gross Weight fast, Intermodal Double-Stack trains on steep grades routs, such as BNSF Southern Trans Con and UP Sunset Routs. The trains are maxed-out by weight for 6,000+ Ft long typical sidings, and have lower fuel efficiency compared to the average US system-wide train. 4× Neon Zero 4500e locomotives (2 Main+2 RC) will need total of 73 Mwh of electricity to move such trains 275 miles with 50+ miles/2+ Hours distance and other reserves.
[0083] The quantity of electricity needed obtained from the following calculations. As shown in
[0084] The electricity consumption by 4 Neon Zero locomotives on same South Trans Con 2,232 mi long rout and same train will be: 9,250×40.65 kwh=376,012 kwh, or 376,012 kwh/2,232 miles=168.5 kwh/mi-train. To travel 275 miles between recharging stations the train consist will need: 168.5 kwh/mi×275 mi=46,330 kwh (46.3 Mwh). For comparison, average US system-wide freight train described in [018] (74.3 cars, 2+ locos, 6750 GTW, 1,033 mi average haul, 25.4 average speed, ˜890 GTM/G fuel efficiency) will use 6,750×1,033/890/3.1×40.65/1,033=99.451 cwh/mi-train of electricity compare to 168.5 kwh/mi-train for BNSF 8,100 GTW Intermodal Train.
[0085] The 46.3 Mwh is net electricity consumed by 4 Neon Zero locos. The battery capacity, however, has to be larger to have several reserves. Following reserves have been added: 50 miles/2 Hours distance reserve—8.4 Mwh, State of Charge reduction (SOC 90% vs 100%)—7.4 Mwh, battery aging capacity lost reserve—11.1 mwh (˜15% of initial capacity). Total battery capacity for 4 Neon Zero will be: 46.3 Mwh+8.4 Mwh+7.4 Mwh+11.1 Mwh=73.2 Mwh (73 Mwh rounded). Main 4500e Neon Zero has 48 Battery Racks with 360 NMC-622 940 wh cells each, and stores 16.24 Mwh of energy. The RC 4500e Neon Zero has 64 Battery Racks with 360 NMC-622 940 wh cells, and stores 21.7 Mwh of energy. When used in 4 locos consists with 2 Main+2 RC locomotives they will store total 2×16.2 Mwh+2×21.7 Mwh=75.8 Mwh of energy, which will satisfy battery capacity requirements for the 8,100 GTW Intermodal trains on the S. Trans Con route described above. Such trains are in the top tier of energy consumption in the railroad system, so other trains will be satisfy as well.
[0086] As stated before, Neon Zero locomotives have weight limitation for batteries of <105 metric tons per loco. Today best commercially available energy storage batteries, suitable for locomotive applications, have specific energy on racks level of less than 150 wh/kg. 21.7 Mwh Neon Zero battery made from such racks will weight >141 metric tons and not fit into the locomotive. Neon Zero batteries have specific energy on rack level of >215 wh/kg, so the weight of 21.7 Mwh Neon Zero battery is <101 metric tons. Such specific energy is achieved by utilizing new generation of NMC-622 cells with specific energy of >250 wh/kg. (See
[0087] To move next generation of longer and heavier (8000 Ft/10,500 GTW) Intermodal Trains on same S. Trans Con route 5× Neon Zero 4500e locos, or 4 more powerful Neon Zero 6000e locomotives will be needed. The 6000e locomotives will need 1.3 times larger batteries (10,500 T/8,100 T=1.3) with a total capacity of 95 Mwh. Such batteries can be built with next generation of NMC-811 cells with specific energy of >325 wh/kg (See
[0088] When used in 4 locos consists with 2 Main+2 RC locomotives they will store a total 2×20.74 Mwh+2×27.65 Mwh=96.8 Mwh of energy. It will satisfy battery capacity requirements for 10,500 GTW Intermodal trains with 4 locomotives described above. The Neon Zero 6000e locomotive battery racks weigh 1570 kg and have a specific energy of 275 wh/kg. The 27.65 Mwh battery of RC Neon Zero weigh is 100.5 t (<105 t limit). NMC-811 cells will be mass produced by 2025.
[0089] The battery of preferred embodiment comprise of 36 NMC-622 or NMC-811 prismatic cells connected in series and combined in modules, than 10 modules connected in series and combined into the racks with a maximum voltage of 1500V and total stored energy of 338.4 Kwh for NMC-622 cells, or 432 Kwh for NMC-811 cells. Farther, the racks can be connected in series in groups of 2 or 4, and groups connected in parallels to form battery system with maximum voltage of 3000V or 6000V. Drawings of the battery module, rack and battery system are shown in
Neon Zero Recharging Infrastructure
[0090] The Neon Zero recharging infrastructure doesn't have to be build at once, nor do railroads have to pay for it. Numerous Solar PV and Wind power plants developers with adequate resources will compete to participate in the largest renewable energy project in US history, which may be an integral part of the US plan to overhaul and upgrade national infrastructure. Neon Zero recharging infrastructure will need ˜200 power plants with a total output of >150 GW built over a 15-20 Years period, and the price tag of >$75 Billions. Developers will be interested to participate and finance the project, namely, because the project will provide elevated Return-On-Investment, and possible Federal and State Governments financial incentives. Major contributors to higher ROI will be faster capital turnaround because of simplified, shortened approval process for non-grid connected power plants, no need for traditional transmission lines 20+ years approval process, no need to convert solar panel's DC to AC current, anticipated Federal and State Tax incentives, and other benefits from Public-Private partnerships.
[0091] Proposed Neon Zero recharging infrastructure could be built first on 52,300 miles of US Primary Railroad Freight Corridors (see map
[0092] Today, very busy BNSF Southern Trans Con Rout has a peak traffic density of ˜100 trains/day and needs 500 MW solar PV or Wind turbine power plant for each of 8 re-charging stations spaced on average at 275 miles on 2230 miles long route from Los Angeles to Chicago. Again it doesn't have to be built at once. Railroads can buy, and manufacturers can make annually only limited numbers of locomotives, currently about 1200 per year. If demand will exist, two locomotive manufactures in US may ramp production to 1500-2000 locos/year, similar to what was done when railroads replaced steam by diesel-electric locomotives with an average replacement rate of 1800+ locos/year.
[0093] With such a production rate it will take about 15 years to replace 25,000 line haul diesel-electric locomotives in North America. Assuming that a total of 1,200 Neon Zero locomotives can be put in service every year by all Class 1 railroads, and BNSF share will be ˜300 locos/year for Southern Trans Cone Rout alone, 4 GW of new renewable power plants have to be built for this route, or 50 MW/Year for each of 8 re-charging stations during 10 years period of project completion. As an example,
First Preferred Embodiment
[0094] The first preferred embodiment of the Neon Zero 4500e long range battery-electric line-haul locomotive is shown in
[0095] The main rechargeable battery 406 comprised of 17,280 MNC-622 260 Ah/940 Wh individual prismatic cells 409 with a total storage capacity of 16.24 Mwh, and a weight of 75.5 metric ton. Farther, 36 prismatic cells 409 connected in series and combined into 480 modules 410, than 10 modules 410 connected in series and combined into the 48 racks 411 with rack storage capacity of 338.4 kwh, and maximum system voltage of 1500V. For recharging purposes racks 411 can be farther connected in series and/or parallel, and combined into the groups from 2 to 24 racks.
[0096] A main battery 409 has a 3-level battery management system: on cells level 412 (one BMS for 6 cells), on modules level (one per module) 413, and on main battery system. level 414. Six main bi-directional DC-AC/AC-DC power inverters 415 convert main battery 406 DC current into AC current to power AC traction motors 402 via main bus 216, as well as convert AC to DC current from traction motors 402 during regenerative braking. Recovered energy from regenerative brakes stored in main battery 406. The power inverter 415 also converts AC current from ground-based recharging stations to charge main battery 406. Eight electrical equipment control cabinets 416 perform control of electricity flow.
[0097] While particular exemplary embodiments have been described and shown in the attached drawings, figures and tables, it is to be understood that such embodiments are illustrative of and not restrictive on the scope of the invention. It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the essence and scope of the invention. Therefore, the attached claims and their legal equivalents should determine the scope of this invention.
Conclusion
[0098] In view of the above, each of the presently pending claims in this application is believed to be in the immediate condition for allowance. Accordingly, the Examiner is respectfully requested to pass this application to issue. If it is determined that a telephone conference would expedite the prosecution of this application, the Examiner is invited to call my lawyer at phone number presented below.
Howard M Cohn, Esquire
Registration No. 25,808
30125 Chagrin Blvd, Suite 300
Cleveland, Ohio 44124
Phone 216-752-0955
Fax 866-646-0113
Respectfully Michael A. Gura, Inventor