US20160167677A1

US20160167677A1 - Railcar having natural gas engine

Info

Publication number: US20160167677A1
Application number: US14/965,473
Authority: US
Inventors: Albert T. Schaefer, JR.; Steven Fuhrman
Original assignee: Us Railcar Company LLC
Current assignee: Us Railcar Company LLC
Priority date: 2014-12-11
Filing date: 2015-12-10
Publication date: 2016-06-16
Also published as: WO2016094758A1

Abstract

A railcar is provided and includes at least one natural gas engine.

Description

TECHNICAL FIELD

A railcar includes a natural gas engine for powering the rail car.

BACKGROUND

Conventional railcars are powered by either a diesel engine or electrical motors.

SUMMARY

In 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.

BRIEF DESCRIPTION OF THE DRAWINGS

Various embodiments will become better understood with regard to the following description, appended claims and accompanying drawings wherein:

FIG. 1 is a front view depicting a passenger railcar that includes a chassis and a passenger compartment;

FIG. 2 is a bottom view depicting the passenger railcar of FIG. 1;

FIG. 3 is a side view depicting the passenger railcar of FIG. 1 with the passenger compartment removed for clarity of illustration;

FIG. 4 is a top view depicting the passenger railcar of FIG. 3;

FIG. 5 is an enlarged top view depicting a propulsion module of the passenger railcar of FIG. 1, according to one embodiment;

FIG. 6 is a front view depicting the propulsion module of FIG. 5;

FIG. 7 is a side view depicting the propulsion module of FIG. 5;

FIG. 8 is a schematic view of a gearbox of the propulsion module of FIG. 5;

FIG. 9 is an enlarged top view depicting a propulsion module for a passenger railcar, according to another embodiment;

FIG. 10 is a side view depicting the propulsion module of FIG. 8;

FIG. 11 is an enlarged top view depicting a propulsion module for a passenger railcar, according to yet another embodiment;

FIG. 12 is a side view depicting the propulsion module of FIG. 10;

FIG. 13 is a bottom view of a chassis of a conventional passenger railcar that includes a conventional propulsion module;

FIG. 14 is a side view of the chassis and the conventional propulsion module of FIG. 13;

FIG. 15 is a side view depicting a passenger railcar according to another embodiment wherein a passenger compartment is removed for clarity of illustration;

FIG. 16 is a schematic view depicting various components of the passenger railcar of FIG. 15;

FIG. 17 is a block diagram depicting various components of the passenger railcar of FIG. 15;

FIG. 18 is a perspective view depicting a passenger railcar according to yet another embodiment;

FIG. 19 is a block diagram depicting various components of the passenger railcar of FIG. 18;

FIG. 20 is a side view depicting a passenger railcar according to yet another embodiment wherein a passenger compartment is removed for clarity of illustration;

FIG. 21 is a schematic view depicting various components of the passenger railcar of FIG. 20;

FIG. 22 is a schematic view depicting various components of a passenger railcar according to yet another embodiment;

FIG. 23 is a side view depicting a passenger railcar according to yet another embodiment wherein a passenger compartment is removed for clarity of illustration;

FIG. 24 is a schematic view depicting various components of the passenger railcar of FIG. 23;

FIG. 25 is a schematic view depicting various components of a passenger railcar according to yet another embodiment.

DETAILED DESCRIPTION

Embodiments are hereinafter described in detail in connection with the views and examples of FIGS. 1-25, wherein like numbers indicate the same or corresponding elements throughout the views. As illustrated in FIG. 1, a railcar 10 can include a chassis 12 and a passenger compartment 14 supported by the chassis 12. A plurality of wheels 16 can be rotatably supported by the chassis 12 and can be configured to interact with rails (not shown) that guide the railcar 10 along a ground surface (not shown). As illustrated in FIGS. 2 and 3, the railcar 10 can include a propulsion module 20 that is operatively coupled with at least one of the wheels 16 and is configured to provide motive power to the wheel(s) 16.
Referring now to FIGS. 2-3 and 5-7, the propulsion module 20 can include a pair of engines 22 that are operatively coupled with a gearbox 23, the gearbox 23 being operatively coupled with a transmission 24. An output of the transmission 24 can be operatively coupled with a right angle drive 26 via a drive link 28. As such, motive power from the engines 22 can be provided to the gearbox 23 and through the transmission 24 to power the wheels 16 associated with the right angle drive 26. In one embodiment, the right angle drive 26 can be a gear unit, but in other embodiments, other suitable alternative devices can be provided for distributing motive power from the transmission 24 to at least one the wheels 16 (e.g., a differential). The transmission 24 can be a hydrodynamic transmission, a hydrostatic-type transmission, a mechanical belt driven transmission, or any of a variety of other suitable transmission arrangements.
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 (FIGS. 2 and 3), such as transmissions manufactured by Allison, Voith, ZF, Allison, Caterpillar, John Deere and Twin Disc. It will also be appreciated that, in other embodiments, the transmission can be any of a variety of suitable alternative transmissions that are capable of changing a gear ratio between a prime mover (e.g., engine) and a final drive and can have any quantity of different driving gears (e.g., a 3-speed transmission) and/or gear ratios. The transmission can include any of a variety of components that facilitate changing of a gear ratio, such as, for example, retarders and torque converters.
As illustrated in FIG. 8, the gearbox 23 can include a pair of flywheels 25, a pair of idler gears 27 and an output gear 29 that are each rotatably coupled with a gear case 31. Each of the flywheels 25 are intermeshed with one of the idler gears 27. Each of the idler gears 27 are intermeshed with the output gear 29. The output gear 29 can be operative coupled to an input (not shown) of the transmission 24. Each of the engines 22 can include a drive shaft (not shown) that is coupled with one of the flywheels 25 and can apply motive power to the respective flywheels 25 to rotate the flywheels 25. Rotation of the flywheels 25 can rotate the idler gears 27 which can cooperate with each other to rotate the output gear 29 to provide motive power to the input of the transmission 24.
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 FIGS. 13-14. The railcar can include a chassis 112 and a propulsion module 120 that includes a single diesel engine 122 operatively coupled with a transmission 124. The diesel engine 122 can be bulky, inefficient and costly to operate. In addition, with the diesel engine 122 being the sole power source for the railcar, failure of the diesel engine 122 can render the railcar inoperable. Conversely, one of the engines 22 can still operate the railcar 10 (e.g., in a reduced power mode) if the other engine 22 fails or is otherwise rendered inoperable.
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 FIG. 4, that can be provided on top of the railcar 10 or any of a variety of other suitable locations. As described above, these engines 22 can be smaller, more lightweight, more compact, more efficient, more cost effective, and less polluting than the diesel engines currently employed on conventional diesel-powered propulsion modules. As a result, the engines 22 can be mounted directly to the transmission 24 (e.g., with bolts) instead of being mounted to conventional engine supports which can be expensive, heavy, and time consuming to implement.
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 FIGS. 5-7, a generator 32 can be operably coupled with the transmission 24 such that it is powered from the engines 22. The generator 32 can provide electrical power to the railcar 10, such as to power lighting and HVAC, for example. In one embodiment, the generator 32 can be a motor/generator used for hybrid operation of the railcar 10. In such an embodiment, the railcar 10 can include an oil cooled wet disk brake system that enhances dynamic braking. The generator 32 can be attached to the transmission 24, such as with bolts (not shown).
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 FIGS. 5-7, the propulsion module 20 can define an attachment location 34 between the engines 22 to which any of these accessories can be attached. The attachment location 34 can include any suitable feature that facilitates attachment of the accessory thereto, such as, for example, lugs or threaded holes.
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 (FIGS. 2 and 3) and/or manually, such as, for example, through use of a grip handle or a foot pedal. In one embodiment, the clutch can be a clutch pack that is configured to allow actuation during movement of the railcar 10. In other embodiments, any of a variety of suitable clutch arrangements can be provided.
In one embodiment, operation of the clutches can enable shifting of the transmission 24. In such an embodiment, the controller 36 (FIGS. 2 and 3) can monitor certain conditions of the railcar 10, such as speed, transmission pressure, engine RPM, etc., and can operate the clutches and shift the transmission 24 when appropriate.
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 (FIGS. 2 and 3) can monitor the operation of each of the engines 22. When an engine 22 fails or experiences an abnormality that could damage the propulsion module 20, the controller 36 (FIGS. 2 and 3) can engage the clutch of the failed/abnormal engine to disconnect the engine 22 from the gearbox 23. If the abnormality is resolved, the controller 36 (FIGS. 2 and 3) can disengage the clutch to place the engine 22 back in service. If the engine 22 has failed, the clutch can remain disengaged until the engine 22 is repaired properly. Alternatively, when an engine 22 fails or experiences an abnormality that could damage the propulsion module 20, the controller 36 (FIGS. 2 and 3) can notify an operator (e.g., via a visual or audible indicator) and the operator can operate the appropriate clutch to disconnect the failed/abnormal engine 22 from the transmission 24. It is to be appreciated that when one of the engines 22 has failed or is abnormal, the other engine 22 can remain online to continue to power the railcar 10 (e.g., through the gearbox 23) so as to prevent the failed/abnormal engine 22 from completely disabling the railcar 10. The quantity of engines provided on the propulsion module can affect the amount of power loss experienced by the propulsion module. For example, in a 2-engine propulsion module (e.g., 12), a loss of one of the engines (e.g., 22) can reduce the output power of the propulsion module by about 50%. In a 4-engine propulsion module, a loss of one of the engines can reduce the output power of the propulsion module by about 25%. In one embodiment, the controller 36 (FIGS. 2 and 3) (or other suitable controller) can power down other systems on the railcar 10, such as the HVAC system, for example, to reduce the load on the remaining on-line engine(s) by way of the generator 32.
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 (FIGS. 2 and 3) can be part of a master control system that controls certain variables of the propulsion module 20 (e.g., throttle, ignition timing, transmission operation, and engine selection) and other variables of the railcar 10 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 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 FIGS. 9 and 10. The propulsion module 220 is similar to, or the same as in many respects as, the propulsion module 20 of FIGS. 1-8. For example, the propulsion module 220 can include a gearbox 223 and a drive link 228 that powers a transmission (not shown). However, the propulsion module 220 can include four engines 222. An alternative embodiment of a propulsion module 320 is shown in FIGS. 11 and 12. The propulsion module 320 is similar to, or the same as in many respects as, the propulsion module 20 of FIGS. 1-8. For example, the propulsion module 320 can include a gearbox 323 and a pair of drive links 328 that power respective transmission (not shown). However, the engines 322 can be indirectly coupled with the gearbox 323 by respective coupling shafts 325.
Another alternative embodiment of a railcar 310 is shown in FIGS. 15 and 16 and can be similar to, or the same as, in many respects as the railcar 10 of FIGS. 1-8. For example, the railcar 310 can include a chassis 312 and first and second pluralities of wheels 316, 317 that are rotatably supported by the chassis 312. However, the railcar 310 can be a self-propelled electrical multiple unit (EMU) that includes a first plurality of traction motors 340 (FIG. 16) individually associated with each wheel 316 of the first plurality of wheels 316 and a second plurality of traction motors 342 individually operably coupled with each wheel 317 of the first plurality of wheels 317. Each of the traction motors 340, 342 can be electric motors that are configured to be powered by electricity to provide individualized motive power to the wheels 316, 317. As illustrated in FIG. 16, a first power controller 344 and a second power controller 346 can be in electrical communication with the first and second plurality of traction motors 340, 342, respectively. Each of the first and second power controllers 344, 346 can be in electrical communication with a current collector 348. The current collector 348 can be configured for electrical contact with an electrical rail associated with a track such that electrical power is transmitted from the electrical rail, through the current collector 348, and to the first and second power controllers 344, 346 to power the first and second plurality of wheels 316, 317 with the first and second plurality of traction motors 340, 342. In one embodiment, as shown in FIG. 15, the current collector 348 can be a contact shoe mounted on an underside of the chassis 312 to facilitate electrical contact with an underlying electrical rail (e.g., a third rail). In another embodiment, the current collector 348 can be a pantograph mounted over the railcar 310 to facilitate electrical contact with an overhead catenary wire.
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 FIG. 17) can be coupled with the first and second power controllers 344, 346 and can allow an operator to control various operating characteristics of the railcar 310 (e.g., speed, braking, etc.). The operation control system can also provide automated control of the railcar 310 such as to activate safety systems (e.g., automated braking) if hazardous conditions occur while under control of the operator.
Still referring to FIGS. 15 and 16, the railcar 310 can include a power pack module 350 that is in electrical communication with each of the first and second power controllers 344, 346. As illustrated in FIG. 16, the power pack module 350 can include an electric generator 352, a gear box 323, and a pair of natural gas engines 356. The electric generator 352 is shown to include an input 358 and an electrical output 360. The electric generator 352 can be any of a variety of devices that are configured to convert mechanical energy at the input 358 (e.g., rotational energy) into electric energy at the electrical output 360.
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 FIGS. 1-8. Each of the natural gas engines 356 can be operably coupled with opposing ones of the input shafts 364 of the gearbox 323 to provide motive power to the gearbox 323. The natural gas engines 356 can be any of a variety of internal combustion engines that are configured to consume natural gas (e.g., liquefied or compressed natural gas) such as, for example, 8.8 liter naturally aspirated gas-optimized engines. The natural gas can be provided to the natural gas engines 356 from a fuel storage tank system (e.g., 30 in FIG. 4) which can, in some embodiments, be a “fast-fill” system. Motive power from the natural gas engines 356 can accordingly be provided through the gearbox 323 and to the electric generator 352 to generate electricity from the electric generator 352. The electricity from the electric generator 352 can be provided to the first and second power controllers 344, 346 and to the first and second plurality of traction motors 340, 342 to power the first and second plurality of wheels 316, 317. The gearbox 323 can be configured to effectively combine the power from each of the natural gas engines 356 together and provide it to the electric generator 352. As such, the natural gas engines 356 can be sized to fit beneath a passenger compartment while producing as much horsepower as a conventional propulsion module and more cost effectively and reliably.
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 FIG. 17, in one embodiment, the railcar 310 can include an adaptive power controller 368 that is electrically coupled with the first and second power controllers 344, 346, the power pack module 350, and the energy storage device 366. The adaptive power controller 368 can be configured to determine upcoming route information and facilitate charging of the energy storage device 366 when the railcar 310 is stopped at a station in preparation for the upcoming route. The route information can include any of a variety of information that could have an impact on the amount of energy to be consumed by the railcar 310, such as, for example, distance to destination, elevation change, speed limit(s), and weather. The route information can be obtained from any of a variety of suitable locations, such as, for example, a Global Positioning System (GPS) 370, the internet, and a predefined lookup table. For example, when the railcar 310 is stopped at a station, the adaptive power controller 368 can identify the next stop and the route information between the current stop and the next stop. Using the route information, the adaptive power controller 368 can predict the appropriate amount of electrical energy needed to propel the railcar 310 to the next stop and can charge the energy storage device 366 accordingly. If the energy storage device 366 has sufficient capacity, the railcar 310 can be powered entirely from the energy storage device 366 between the current stop and the next stop. Otherwise, the energy storage device 366 can be supplemented by the power pack module 350 and/or an electrified rail (if available).
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 FIG. 18, an alternative embodiment of a railcar 410 is illustrated and is similar to, or the same as, in many respects as the railcar 310 of FIGS. 15-17. For example, the railcar 410 can include a chassis 412 and an energy storage device 466. However, as illustrated in FIGS. 18 and 19, the railcar 410 can include an inductive charging coil 472 that is electrically coupled with the energy storage device 466 and configured to facilitate charging of the energy storage device 466 from a trackside inductive charging coil 474. The inductive charging coil 472 can be mounted between the chassis 412 and an underlying track and can be vertically movable between a stored position (not shown) and a charging position (shown in FIG. 18). The inductive charging coil 472 can be provided in the stored position when the railcar 410 is traveling. Once the railcar 410 stops over the trackside inductive charging coil 474, the inductive charging coil 472 can be dropped to the charging position to overlie the trackside inductive charging coil 474. The trackside inductive charging coil 474 can then provide inductive energy to the inductive charging coil 472 to charge the energy storage device 466. When the charging is complete, the inductive charging coil 472 can be raised to the stored position to allow the railcar 410 to depart from the station. In one embodiment, as illustrated in FIGS. 18 and 19, the railcar 410 can include a wireless communication system 476 that is in communication with an adaptive power controller 468 and configured to wirelessly communicate with a station wireless system 478 (FIG. 18) to facilitate charging of the energy storage device 466. In particular, when the railcar 410 stops over the trackside inductive charging coil 474 and the inductive charging coil 472 is dropped into the charging position, the wireless communication system 476 can signal to the station wireless system 478 that the railcar 410 is ready to be charged. The station wireless system 478 can then facilitate activation of the trackside inductive charging coil 474. Once the charging is complete, the wireless communication system 476 can signal to the station wireless system 478 to cease charging and the station wireless system 478 can then facilitate deactivation of the trackside inductive charging coil 474.
Still referring to FIGS. 18 and 19, an example of the railcar 410 traveling from a first station to a second station will now be discussed. When the railcar 410 stops at the first station (i.e., to let passengers embark and disembark the railcar 410), a GPS 470 identifies the current location of the railcar 410 and the adaptive power controller 468 facilitates alignment of the inductive charging coil 472 with the trackside inductive charging coil 474 (e.g., automatically or by providing a notification to the operator for where to stop the railcar 410). Using the GPS coordinates from the GPS 470, the adaptive power controller 468 can identify the station as the first station having an elevation of 500 feet above mean sea level (MSL). The adaptive power controller 468 can then identify that the second station is 2 miles away and has an elevation of 1500 feet (e.g., a 9% grade). The adaptive power controller 468 can calculate an energy level that is sufficient to provide enough energy to efficiently climb the 9% grade from the first station to the second station and can then signal to the station wireless system 478 to begin charging the railcar 410. During charging, the adaptive power controller 468 can monitor the energy level of the energy storage device 466 and can signal to the station wireless system 478 to cease charging once the energy level of the energy storage device 466 is at the predetermined sufficient level. The adaptive power controller 468 informs traction motors 440, 442 and a first power controller 444 that the energy level of the energy storage device 466 is sufficient and the first power controller 444 monitors various conditions to ensure it is safe to move the railcar 410. The operator operates a throttle and brake controller 477 to move the railcar 410 in a forward direction. The adaptive power controller 468 determines from the analysis of the route between the first and second stations and the actual weight of the passenger load whether the railcar 410 can be powered entirely from the energy storage device 466 or whether a power pack module 450 is needed to supplement the power from the energy storage device 466. The adaptive power controller 468 then controls the traction motors 440, 442 with the appropriate energy from the energy storage device 466 and/or the power pack module 450. As the railcar 410 approaches the second station, the operator operates the throttle and brake controller 477 to slow the railcar 410. As the railcar 410 begins to slow down, the adaptive power controller 468 and the throttle and brake controller 477 transition from power consumption mode to regeneration mode to facilitate regenerative braking. The GPS 470 and the adaptive power controller 468 facilitate alignment of the inductive charging coil 472 with a trackside inductive charging coil 474 at the second station.
An alternative embodiment of a railcar 510 is shown in FIGS. 20 and 21 and can be similar to, or the same as, in many respects as the railcar 310 shown in FIGS. 15-16. For example, the railcar 510 can include a chassis 512, first and second pluralities of wheels 516, 517, a first plurality of traction motors 540, a second plurality of traction motors 542, a first power controller 544, a second power controller 546, and an energy storage device 566. The railcar 510, however, can include a pair of power pack modules 550, 551. Each of the power pack modules 550, 551 can be similar to, or the same as, in many respects as the power pack module 350 shown in FIGS. 15 and 16. For example, each of the power pack modules 550, 551 can include respective electric generators 552, 553, gear boxes 523, 524, and natural gas engines 556, 557. Each of the electric generators 552, 553 can be electrically coupled with the first power controller 544 and the second power controller 546, respectively.
An alternative embodiment of a railcar 610 is shown in FIG. 22 and can be similar to, or the same as, in many respects as the railcar 510 shown in FIGS. 20 and 21. However, each power pack module 650, 651 can have one natural gas engine 656, 657 that is directly coupled with respective electric generators 652, 653.
Another alternative embodiment of a railcar 710 is shown in FIGS. 23 and 24 and can be similar to, or the same as, in many respects as the railcar 510 shown in FIGS. 20 and 21. For example, the railcar 710 can include a chassis 712, first and second pluralities of wheels 716, 717, and a pair of power pack modules 750, 751. Each of the power pack modules 750, 751 can include respective gear boxes 723, 727, and respective pairs of natural gas engines 756, 757. However, the railcar 710 can include first and second final drives 780, 781 that are operably coupled with the first and second pluralities of wheels 716, 717, respectively. The power pack modules 750, 751 can include respective transmissions 724, 725 that are similar to, or the same as, in many respects as the transmission 24 shown in FIGS. 2-3 and 5-7. The natural gas engines 756, 757 can provide motive power to the respective transmissions 724, 725 which can provide motive power to the respective first and second final drives 780, 781 to power the respective first and second pluralities of wheels 716, 717.
Yet another alternative embodiment of a railcar 810 is shown in FIG. 25 and can be similar to, or the same as, in many respects as the railcar 710 shown in FIGS. 23 and 24. However, each power pack module 850, 851 can have one natural gas engine 856, 857 that is directly coupled with respective transmissions 824, 827.
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

What is claimed is:

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;

a drive assembly operably coupled with each wheel of the at least two wheels;

a transmission operably coupled with the drive assembly;

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

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.