Device for energy supply of trains

Abstract

Device for energy supply of a train set consisting of at least one hybrid- or diesel-electric locomotive. The device comprises at least one gas driven electric power generator, driven by at least one engine or fuel cell which in turn are driven by gas from the at least one container or hydrogen storage facility, wherein the at least one electric power generator is connected to the locomotive electrical power supply networks. The device is arranged for supplying the train set with electrical current supply and/or idle current for a locomotive provided with or without automatic idle stop.

Claims

1. A stand-alone device for energy supply of a train set comprising at least one separate hybrid- or diesel-electric locomotive (10), the stand-alone device comprising: at least one electric power generator (51) driven by at least one engine or fuel cell (53) which in turn are driven by gas, fuel gas or liquid fuel from at least one container or hydrogen storage facility (52), the at least one electric power generator (51) being connected to an electrical supply system of the separate locomotive (10), said device being arranged to supply the train set with at least one of electric train supply or idle current of a locomotive (10) provided with or without automatic engine idle stop, and positioned in or on a separate carriage (50) that is not self-propelled being pulled by the locomotive (10).

2. The device of claim 1, comprising a battery bank (54) for capturing unused energy.

3. The device of claim 2, comprising a battery charger (55) enabling charging of the battery bank (54) by external connection at stations.

4. The device of claim 2, comprising a battery management system (56) to control the charging of and current drain from the battery bank (54).

5. The device of claim 2, configured to charge the battery bank (54) using one or more of: the at least one power generator (51), external shore power at stations via the battery charger (55), or directly to the battery bank (54) as DC via an external charger or rectifier or a pre-charged battery bank, surplus power generated by a main generator (12) via the battery charger (55), braking energy from traction motors (15) of the locomotive (10), and photovoltaic cells arranged on the device or carriages.

6. The device of claim 2, wherein the battery bank (54) is arranged to drive an electrically powered motor driving a turbo compressor for main engine (11) in the locomotive (10) or an electrically powered compressor connected to the main engine (11) in the locomotive (10).

7. The device of claim 2, wherein the battery bank (54) is arranged to provide charge air cooling for the main engine (11) in the locomotive (10).

8. The device of claim 2, wherein one or more fuel or propellant containers is arranged in one or more separate units or carriages.

9. The device of claim 1, wherein the gas for driving the at least one electric power generator (51) is a flammable gas or gas mixture.

10. The device of claim 1, wherein the at least one electric power generator (51) is driven by at least one engine driven by pressure of a compressed gas or gas mixture.

11. The device of claim 10, wherein the compressed gas is air and the container (52) is charged from external sources using renewable energy or by electric power generation from fuel cells, transforming hydrogen that has been generated from renewable energy sources.

12. The device of claim 1, wherein the at least one electric power generator (51) is driven by at least one engine driven by liquid fuel or fuel gas.

13. The device of claim 12, wherein the at least one engine or fuel cell (53) comprises a heat cycle engine.

14. The device of claim 13, wherein the engine (53) is a fuel gas driven combustion engine or a liquid fuel driven combustion engine with a power characteristic that is suitable for driving the electric power generator (51) at an optimum torque.

15. The device of claim 1, being configured for use in combination with a conventional diesel driven generator carriage (30).

16. The device of claim 1, comprising an electrolysis device for generating hydrogen by electrolysis of water to provide hydrogen gas for operation of the gas engine (53).

17. The device of claim 16, being configured to supply oxygen gas formed by the electrolysis device to main engine (11) intake manifold of the locomotive (10).

18. The device of claim 1, comprising at least one container filled with gas mixtures arranged to provide gas mixtures to the main engine (11) intake manifold.

19. The device of claim 1, wherein the locomotive (10) includes a main engine (11) which can be driven by several types of fuel, comprising one or more containers for supplying the locomotive with alternative fuel.

20. The device of claim 1, being configured for communication with a satellite-assisted power control arranged in the locomotive.

21. The device of claim 1, wherein battery bank (54) is made interchangeable with another pre-charged battery bank.

22. The device of claim 1, wherein the generator carriage (50) is provided with a water tank and a heat or pressure source to produce steam that can be injected with or without exhaust gas re-circulation in connection with main engine (11) of the locomotive (10).

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) The disclosed embodiments will now be described in more detail with references to the accompanying drawings, wherein:

(2) FIG. 1 shows a principle drawing of a diesel-electric locomotive of prior art, with an attached diesel driven genset carriage,

(3) FIG. 2 shows an embodiment of the disclosed device for automatic idling cut plus electric train supply, and

(4) FIG. 3 shows an embodiment of the disclosed device for automatic idling cut plus electric train supply and hybrid operation.

DETAILED DESCRIPTION

(5) Reference is now to FIG. 1 showing a principle drawing of a diesel-electric locomotive of prior art. A diesel-electric locomotive 10, such as NSB's Di4, or DSB's ME, where a large diesel engine 11 drives an alternator 12. The current is rectified in a rectifier 13 and forwarded to an inverter 14 which converts the current to an AC power characteristic that is suitable for operation of asynchronous traction motors 15 arranged in the bogies, as well as electric power for heating and utilities of the set of train cars, operations of control system 16, and charging of starter batteries in the locomotive 10. The traction motors 15 facilitate the progress of the locomotive 10 and the pulling of possible attached carriages. The traction motors 15 also serves as generators at the deceleration of the locomotive 10, so-called dynamic braking, which saves the train brakes. The power generated by the traction motors 15 for dynamic braking is wasted as heat in a resistance rack 17 (resistor grids) on the roof of the locomotive 10.

(6) If the train set is set up with cars that require a supply of energy, such as refrigerated cars or passenger cars, as applied today, this energy is provided as electrical power from the locomotive 10. The engine 11 has a throttle power actuation control mechanism in eight steps acting on the engine speed. For example; operating passenger trains by the NSB Di4 locomotives, the engine 10 is running at throttle level four, at idling, to provide sufficient energy. For locomotives 10 that do not deliver electric train supply, the use of solutions with their own diesel generator carriages, which comprises at least one diesel engine 31, the AC generator 32 and a rectifier 13 for supplying energy.

(7) Separate diesel driven genset carriages are in use on several railways, such as on the Amtrak Cascades train or lamrd ireann's CAF Mark 4 Driving Van Trailer (with twin MAN 2846 LE 202 (320 kW)/Letag (330 kVA) engine/generator sets, assembled by GESAN). KiwiRail (New Zealand) use AG class luggage-generator cars for their Tranz Scenic passenger services; Tranz Metro on the Wairarapa line use SWG class passenger carriages with part of the interior adapted to house a generator. The Ringling Bros. and Barnum & Bailey Circus train uses at least one custom-built power car that supplies power to its passenger coaches to avoid reliance upon the host railroad locomotives that haul the train. Norway; Nordlandsbanen passenger trains use separate carts with 2 Scania DSI 14 50 A29T engines with Leroy Somer LSA 50 L2 generators at 580 kW (Assembled by Strommen verksteder).

(8) Separate genset carriages can also be used in joint operation with the locomotives 10 that deliver electric train supply for passenger trains, where the generator cart 30 when inserted in the back of the train set and supplies the rear carriages with electric train supply. The locomotive 10 then supply the front carriages. The Locomotive 10 has as an inverter 14 for electric train supply at e.g. 400 kW, where power is supplied from the main alternator 12. This in turn reduces the power available for the traction motors 15 and thus the pulling capacity of the locomotive 10 is reduced. When one requires increased pulling power for the train, an extra diesel generator carriage unit 30 is inserted directly behind the locomotive 10 (as opposed to the generator cart 30 which hung back the train). Use of diesel generator carriages 30 currently has an adverse environmental effect because the fuel is diesel and that the locomotive 10 main engine 11 is still running at high idle. Generator carriage 30 is not used as a means of or in combination with automatic idling stop system (Auto Engine Start and StopAESS).

(9) A locomotive 10 main engine 11 can be equipped with an automatic idling stop system where the main engine 11 is stopped if idle, for example, more than 10 seconds. To exploit this opportunity, the train driver must depend on that the main engine 11 systems are operational, and that the main engine 11 is kept warm and ready to operate at a short notice. Start of large diesel engines requires the availability of sufficient starting current. To start, current is typically available as shore power at stations and it is perceived as very risky to trust that you will manage to start on a cold 16-cylinder diesel engine only using the 10 locomotive starting batteries.

(10) Reference is now made to FIG. 2, which shows a first embodiment of the disclosed device, where there is provided a device for energy supply of trains in the form of a gas, fuel gas or liquid fuel driven electric power generator carriage 50, connected to the locomotive 10 grids to ensure sufficient energy to keep the main engine 11 auxiliary and control systems 16 operative to hold the main engine 11 warm when not in use. This solution allows the safe use of AESS, which will reduce emissions considerably.

(11) In accordance with the first embodiment, the device includes one or more gas driven electric power generator(s) 51. For operation of the gas driven generator(s) 51, gas containers 52 are arranged within the generator genset carriage 50 which supplies gas to one or more gas driven engines 53. Gases that can be used are all types of fuel gases or fuel gas mixtures, e.g., compressed natural gas, liquefied natural gas, propane, butane, biogas or hydrogen. The engine(s) 53 can also be driven directly by any type of compressed gas e.g. compressed air. Further, the engines 53 can be heat cycle engines, i.e. engines where one supply heat by either internal combustion, or external combustion (stirling and steam). Another alternative is to use fuel cells instead of the engines. The gas-driven engine(s) 53 operates the one or more electrical power generator(s) 51 (shown as an example an AC power generator) that supplies appropriate current to the locomotive 10 junction box 19, if AC current, via a rectifier 13. From the junction box 19 it is provided suitable power to electric train supply, main engine 11 heater 23, batteries, control system 16 and further auxiliary.

(12) Through this arrangement, a larger portion of the locomotive 10 fuel consumption switches from diesel to gas operation with environmental and economic benefits, and that the total energy consumption is reduced. By arranging the gas driven electric power generator(s) 51 in a separate genset carriage 50 it is also achieved that the locomotive 10 main engine 11 may be used independently of the added equipment, and one gets minimal modifications to the locomotive 10. This enables the advantageous versatility, whereby substantially all existing locomotives can be used with the disclosed device. This is important in the consideration of locomotive owners to invest in new environmentally friendly solutions.

(13) A general environmental effect is also obtained if the disclosed device is utilized as or in combination with a traditional generator carriage unit 30.

(14) Reference is now made to FIG. 3, showing a second embodiment of the disclosed device, arranged for a combination of automatic idling stop, electric train supply, and hybrid operation. In accordance with the second embodiment, the device further comprises a battery bank 54 and battery charger 55 in addition to the gas driven electric power generator(s) 51, arranged together in a generator carriage 50, which allows a pool effect where the locomotive 10 may switch to a fully charged generator carriage 50 on the end of line, or between stations. Alternatively, only the battery pack is changed out with a pre-charged battery pack at train stations. Three generator carriages 50 will, for example, be able to cover all passenger traffic on the Norwegian Nordlandsbanen line. Connection to external electric power and gas sources at stations in combination with the gas driven electric generator 51, enables to up-dimension the battery capacity considerably, so an additional environmental benefit is achieved beyond what the hybrid drive provides alone. Tests conducted have shown that hybrid power locomotive provides a fuel savings of, respectively, 15% to 20%. Applicant estimates show that the present invention in combination with the hybrid operation will reduce fuel consumption by an additional 20%, and provide major benefits in emission of soot, NO.sub.x and CO.sub.2.

(15) Further power smoothing and environmental benefits in addition to AESS and gas generated electric train supply is achieved by that the gas driven electric power generator 51 excess capacity is used to charge the battery bank 54. The battery bank 54 can then receive electrical energy from three sources:

(16) 1. train station based (shore power) charging via either an onboard battery charger 55, or as fast charging DC from an external battery charger, rectifier, or shore based battery bank;

(17) 2. surplus electric power from one or more gas driven electric power generator(s) 51 or from a main generator 12,

(18) 3. braking power from traction motors 15.

(19) For external connection at station charging, the battery bank 54 is powered up via a battery charger 55. The battery charger 55 communicates with the battery bank 54 control system 56 (BMSBattery Management System) that controls temperature, charging and power leveling in battery cells. If fast charging with an external (station based) battery charger, rectifier, or battery bank, these devices has to communicate with the BMS 56 to ensure proper charging in accordance with the selected battery characteristics.

(20) Surplus electricity generated from the main generator 12 can also be used to recharge the battery bank 54 through connection via battery charger 55 or as DC power controlled by the BMS 56.

(21) Brake power from traction motors 15 is supplied to the battery bank 54 by utilizing known techniques, such as disclosed in US 2002/0174796, i.e. via a rectifier 13.

(22) The battery bank 54 is used for a short period at the commencement of the train by applying current in suitable form to the locomotive 10 for hybrid operation, as an addition to the energy supplied from the locomotive 10 main generator 11 to the traction motors 15. This increases the hybrid operating advantage and the applicant's estimate, a fuel reduction of up to 40% is achieved, depending on the size of the gas driven electrical power generator(s) 51 and the size of the battery bank 54. In addition, a positive effect is achieved in that since a part of the energy procured for the operation of the locomotive 10 is now obtainable with gas operation, the total emissions of NO reduced significantly compared to pure diesel operation.

(23) The AESS system works in the way that it kicks in after a certain time of idling, which means that the main engine 11 is stopped, while a part of the main engine 11 auxiliaries are kept active, including circulating of heated coolant, so that the main engine 11 can be started quickly and without major environmental damage, compared to cold running. The AESS system requires a certain amount of energy, and also that the starter has available capacity for the starting power. If the locomotive hauls a passenger train, it is also required electric train supply for heating and operation of passenger carriages, while the main engine 11 rests. To obtain such energy there is need for another energy supply, which can be provided in the form of large battery banks and/or a separate smaller generator carriage as per the presented invention, or connection to an external electricity grid where it is feasible (given stations).

(24) In accordance with the disclosure, the supply of fuel to the individual cylinders of the main engine 11 may be cut during idling by electronic fuel control. For example, various cylinders can be run alternately to obtain additional fuel saving.

(25) The gas driven electric power generator 51 does not need to be dimensioned to supply power to operate the locomotive 10 traction alone in connection with starting, but instead the battery bank 54 may be used to deliver a large effect over a short period of time, thus one are not required to run the main engine 11 at a high speed in order to provide enough power for the commencement of the train.

(26) The disclosed device can consequently be considered a gas driven electric power generator carriage 50 which may be connected to one or more existing locomotives 10, without major modifications, resulting in low costs in the introduction.

(27) The device comprising both the battery bank 54 and hybrid components, in the same carriage, makes it very energy efficient and the arrangement enables to utilize all renewable energy sources.

(28) Furthermore, by that the said device according to the disclosure is arranged in a separate carriage unit 50, which can be easily replaced.

(29) Furthermore, the battery bank 54 in generator carriage 50 can be charged with (preferably renewable) electric power at stations.

(30) The device may comprise more than one gas driven electric power generator 51 in a generator carriage 50, which will give better effect smoothing and redundancy.

(31) All battery technologies can be used in conjunction with the device: NiCad, NIME, Lilon, Lead acid batteries, molten salt batteries etc.

(32) The device is further arranged to utilize hydrogen gas (energy source) for energy formation, wherein the hydrogen gas can be produced renewable, e.g. by electrolysis of surplus power at night. This will provide additional environmental benefits.

(33) Hydrogen storage facilities of the carriage may comprise gas, liquid or solid state storage e.g. chemical- or metal hydrides (not shown).

(34) Furthermore, the device may comprise an electrolysis device (not shown) that can generate hydrogen and oxygen by electrolysis of water. This can provide hydrogen gas to fuel the engine 53.

(35) Oxygen from an electrolysis device can be continued to the main engine 11 intake manifold, which may provide further optimum combustion and reduced NO.sub.x emissions and reduced fuel consumption. Alternatively or additionally the device in accordance with the invention may include the use of gas mixtures, such as oxygen/nitrogen, nitromethane, air, etc., with remote filling containers (not shown) in the generator carriage 50.

(36) Furthermore, the device may comprise means for utilizing solar energy from photovoltaic cells for charging the battery bank 54 cells (not shown) which may be disposed to generator carriage 50, thereby continuously charge the battery bank 54, both when the train or carriage is operating and when it is stationary. Other carriages of the train can also be fitted with photovoltaic cells.

(37) According to the disclosure, the largest environmental effect on the onboard generation is obtained if the engine 53 is driven by either compressed air as propellant where the air containers 52 are charged from external sources using renewable energy, or obtained from electric power generation from fuel cells, transforming hydrogen that has been generated from renewable energy sources.

(38) The second largest environmental effect is obtained by using a fuel gas driven combustion engine 53 with a power characteristic that is suitable for driving the electric power generator 51 at an optimum torque.

(39) The third largest environmental effect is obtained by using a liquid fuel driven combustion engine 53 with a power characteristic that is suitable for driving the generator 51 at an optimum torque. This may have some advantages. As an example a diesel driven generator engine 53 may be beneficial in situations where there is no gas distribution available or for safety reasons gas is not allowed.

(40) EU Emission Standards, e.g. EURO-VI requirements, can be used as a guide for choosing appropriate combustion engines. For the hauling of the train e.g. a large two stroke engine is often used. For the generator 51 one can use a newer clean burning four stroke engine 53 to drive the generator 51 at optimum utilization, and an environmental effect is obtained.

(41) All components of the disclosed embodiments may be arranged in parallel connection or in serial connection to obtain the desired redundancy and power. Moreover, all reliability systems may also be arranged serial or parallel connection of the same reason. This makes it possible to use existing components, which will result in reduced costs. For example, one can use several gas driven electric power generator(s) with smaller size, rather than one large.

(42) The gas containers for the operation of the gas engine can be provided in one or more separate units or carriages.

(43) Several genset carriages per the present invention can be connected in series or parallel for increased power and desired features of the locomotive. Furthermore; genset carriages in accordance with the invention connected in series or parallel with traditional diesel driven generator units.

(44) Today's locomotives are also often equipped with a clutched turbo gear. The main engine mechanically drives a turbo compressor at low engine speeds. When the speed is high enough that the exhaust gas can drive the turbo, this gear clutches out. This involves the use of unnecessary energy to drive the turbo at low revs. An improvement of this practice would be to run this turbo with an electric powered motor for low speeds. The energy for the operation of the electric motor is provided by the battery bank 54. Mechanically driven turbo gears are subject to much maintenance, thus a further useful effect of the device is that such maintenance is reduced.

(45) Another aspect is that in terms of energy consumption and greenhouse gas emissions there may be an electric powered compressor to the main engine air intake. This compressor delivers an increased amount of air for a cleaner combustion by increasing boost pressure in the intake manifold. The electric compressor can either be located in the locomotive 10 or in the generator carriage 50. The energy for the operation of the electric compressor generated by the battery bank 54 and/or directly from the gas driven generator 51. Alternatively, or in addition, it is possible to utilize a portion of the air generated from the locomotive brake power air compressor for boosting the main engine intake air pressure 11.

(46) Another aspect is that an electric power from the battery bank 54 may be utilized in a refrigeration system which provides improved intercooling. This improves the combustion characteristics of the main engine 11 further without stealing power from the main engine.

(47) Another aspect of the present locomotive is in that the main engine is converted to bi-fuel operation, which enables it to operate with several types of fuel. In the device, natural gas may, for example, be supplied to the locomotive from at least one container within the generator carriage, so that the locomotive can use both diesel and natural gas as fuel.

(48) Another aspect relates to current locomotives that use a satellite-assisted (GPS/GLONASS/Galileo) throttle control to control the locomotive/train set so efficiently and cost effectively as possible. This can be exploited by the use of information/experience about upcoming track profiles for controlling the throttle switch of the locomotive's main engine and the gas driven electric power generator(s) 51 and the battery bank 54. For example, if the train is approaching a long uphill that requires full throttle, the battery bank may be drained more than usual if a downhill portion is upcoming, until the battery bank in turn can be charged using the traction motors 15. This provides a better energy smoothing.

(49) Another aspect is that the device may provide the generator carriage with a water tank and means to produce steam that can be injected with or without exhaust gas re-circulation in connection with the main engine 11. Alternatively the generator carriage may be provided with means for emulsion, with or without exhaust gas re-circulation. This may help to further reduce the main engine 11 emissions.

REFERENCE NUMERAL LIST

(50) 10 Locomotive 11 Diesel Engine 12 Generator 13 Rectifier AC-DC 14 Inverter DC-AC 15 Traction motors AC 16 Control System 17 Resistor grid 19 Junction box 23 Engine heater 30 Generator carriage unitpresent diesel driven type 31 Diesel engine generator carriage 32 Alternator AC 50 Generator carriage unitaccording to the present invention 51 Electric power generator (s) (Alternator AC (shown)alternatively a DC dynamo) 52 Gas container(s) 53 Gas driven engine(s) 54 Battery bank 55 Battery charger(s) 56 Battery Management System (BMS)