U.S. patent application number 13/047092 was filed with the patent office on 2011-07-07 for systems and methods for the utilization of energy generated by a powered vehicle.
Invention is credited to AJITH KUTTANNAIR KUMAR, Amit Pandey.
Application Number | 20110166970 13/047092 |
Document ID | / |
Family ID | 42075227 |
Filed Date | 2011-07-07 |
United States Patent
Application |
20110166970 |
Kind Code |
A1 |
KUMAR; AJITH KUTTANNAIR ; et
al. |
July 7, 2011 |
SYSTEMS AND METHODS FOR THE UTILIZATION OF ENERGY GENERATED BY A
POWERED VEHICLE
Abstract
The present invention is directed to a power transfer system and
method for utilizing the electrical power generated by a powered
vehicle, such as a locomotive. The power transfer system comprises
an electromotive machine configured to generate electrical energy
on the powered vehicle and an electrical system located outboard
from the powered vehicle, which is configured to receive electrical
energy. Interface equipment is provided, which is electrically
coupled to the electromotive machine and the electrical system, to
transfer electrical energy from the electromotive machine to the
electrical system.
Inventors: |
KUMAR; AJITH KUTTANNAIR;
(US) ; Pandey; Amit; (US) |
Family ID: |
42075227 |
Appl. No.: |
13/047092 |
Filed: |
March 14, 2011 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
12245941 |
Oct 6, 2008 |
7928596 |
|
|
13047092 |
|
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Current U.S.
Class: |
705/30 ;
307/9.1 |
Current CPC
Class: |
B60L 9/00 20130101; B60M
3/06 20130101; H02J 3/38 20130101; Y04S 10/126 20130101; Y02E 60/00
20130101; B60L 2200/26 20130101; G06Q 40/12 20131203 |
Class at
Publication: |
705/30 ;
307/9.1 |
International
Class: |
B60L 1/00 20060101
B60L001/00; G06Q 99/00 20060101 G06Q099/00 |
Claims
1. A method for utilizing electrical energy of a powered vehicle
comprising: generating electrical energy via an electromotive
machine on the powered vehicle; and transferring at least a portion
of the electrical energy to an electrical system located outboard
of the powered vehicle via interface equipment electrically coupled
to the electromotive machine and the electrical system; wherein the
interface equipment is located outboard from the powered vehicle;
and wherein the interface equipment comprises a stationary
unit.
2. A method for utilizing electrical energy of a powered vehicle
comprising: generating electrical energy via an electromotive
machine on the powered vehicle; and transferring at least a portion
of the electrical energy to an electric utility located outboard of
the powered vehicle via interface equipment electrically coupled to
the electromotive machine and the electrical system.
3. The method of claim 2 further comprising transmitting
information relating to the amount of electrical energy transferred
to the electric utility.
4. A method for utilizing electrical energy of a powered vehicle
comprising: generating electrical energy via an electromotive
machine on the powered vehicle; transferring at least a portion of
the electrical energy to an electrical system located outboard of
the powered vehicle via interface equipment electrically coupled to
the electromotive machine and the electrical system; and
transmitting information relating to the amount of electrical
energy transferred to the electrical system.
5. A method for utilizing electrical energy of a powered vehicle
comprising: receiving, at an electrical system located outboard of
the powered vehicle, electrical energy from the powered vehicle;
and determining information relating to the amount of electrical
energy received at the electrical system.
6. The method of claim 5 wherein the received electrical energy is
generated by an electromotive machine on the powered vehicle.
7. The method of claim 5 wherein the electrical system outboard of
the powered vehicle is an electric utility.
8. The method of claim 7 wherein the information is revenue
information relating to a value of said amount of electrical
energy.
9. A method for utilizing electrical energy of a powered vehicle
comprising: receiving, at an electric utility located outboard of
the powered vehicle, electrical energy from the powered vehicle;
and determining information relating to the amount of electrical
energy received at the electric utility.
10. The method of claim 9 wherein the information is revenue
information based on the amount of electrical energy received at
the electric utility for use by the electric utility, wherein the
revenue information relates to a value of said amount of electrical
energy.
Description
CROSS REFERENCE TO RELATED APPLICATIONS
[0001] This application is a continuation of U.S. patent
application Ser. No. 12/245,941 filed on Oct. 6, 2008.
FIELD OF THE INVENTION
[0002] The invention relates generally to methods and systems for
energy generation and transfer, and more particularly to methods
and systems for utilizing electrical energy generated by a powered
vehicle, e.g., a locomotive.
BACKGROUND OF THE INVENTION
[0003] Certain relative large land-based vehicles, such as
locomotives, transit vehicles, off-highway vehicles (e.g., mining
trucks), and the like, include electric traction motors to provide
the force to move the vehicle. In the case of a locomotive, a
diesel engine drives an alternator, which supplies current to drive
the traction motors, and which, in turn, propels the locomotive and
any train cars attached thereto forward or backward. When propelled
as such, a locomotive is said to be motoring. Further, the traction
motors may change configuration to perform an additional function.
In particular, once the locomotive is in motion, the traction
motors may be configured to generate rather than consume
electricity. As generators, the traction motors typically convert
the locomotive's kinetic energy into electrical energy, and as a
result, slow the locomotive. Using the traction motors to reduce
speed is referred to as dynamic braking. A number of conventional
locomotives do not store the generated electrical energy, but
rather transfer the generated electricity to electrically resistive
grids, also known as braking grids or a load box, to convert the
electrical energy into heat energy, which is vented to the
atmosphere via the resistive grids.
[0004] In addition, such resistive grids are also commonly used for
"self-load" testing of the locomotive. Self-load testing refers to
the use of the resistance grids as a form of a dynamometer or load
hank to test the horsepower of the locomotive engine and/or the
output of the alternator. During self-load testing, the generator
output is delivered to the resistive grids instead of the traction
motors while the locomotive is stationary. Thus, in known
locomotives, the power (energy) produced during self-load testing
is typically dissipated as heat by the resistance grids. The
dissipating of heat is a waste of power, results in the
dissemination of undesirable greenhouse gases, and provides no
useful benefit.
BRIEF DESCRIPTION OF THE INVENTION
[0005] In accordance with one aspect of the present invention,
there is provided a method for utilizing electrical energy
generated by a powered vehicle, such as a locomotive. The method
comprises generating electrical energy via an electromotive machine
on the powered vehicle and transferring at least a portion of the
electrical energy to an electrical system located outboard of the
powered vehicle via interface equipment electrically coupled to the
electromotive machine and the electrical system.
[0006] In accordance with another aspect of the present invention,
there is provided a power transfer system for a powered vehicle
comprising an electromotive machine configured to generate
electrical energy on the powered vehicle. In addition, the system
includes an electrical system located outboard from the powered
vehicle and configured to receive electrical energy. Further, the
system includes interface equipment, which is electrically coupled
to the electrical system and is configured to transfer electrical
energy from the electromotive machine to the electrical system.
Moreover, the system includes a controller configured to determine
an amount of electrical energy transferred to the electrical system
over a period of time. In addition, the controller is configured to
transmit information relating to the generation of revenue based on
the amount of electrical energy transferred to the electrical
system.
[0007] In accordance with another aspect of the present invention,
there is provided a method for utilizing electrical energy
generated by a powered vehicle. The method comprises receiving, at
an electrical system located outboard of the powered vehicle,
electrical energy generated by an electromotive machine on the
powered vehicle. In addition, the method comprises determining
revenue information based on an amount of the electrical energy
received at the electrical system, wherein the revenue information
relates to a value of the amount of electrical energy.
BRIEF DESCRIPTION OF THE DRAWINGS
[0008] A more particular description of the embodiments of the
invention briefly described above will be rendered by reference to
specific embodiments thereof that are illustrated in the appended
drawings. Understanding that these drawings depict only typical
embodiments of the invention and are not therefore to be considered
to be limiting of its scope, the embodiments of the invention will
be described and explained with additional specificity and detail
through the use of the accompanying drawings in which:
[0009] FIG. 1A is a block diagram of a power system of a
diesel-electric locomotive;
[0010] FIG. 1B is an electrical schematic of a portion of a power
system of a diesel-electric locomotive;
[0011] FIG. 2 is a block diagram of a power transfer system in
accordance with an aspect of the present invention;
[0012] FIG. 3 is another block diagram of a power transfer system
in accordance with an aspect of the present invention;
[0013] FIG. 4 is a block diagram of a power transfer system in
accordance with another aspect of the present invention;
[0014] FIG. 5 is a block diagram of a power transfer system in
accordance with yet another aspect of the present invention;
[0015] FIG. 6 is a block diagram showing a plurality of controllers
in communication with one another in accordance with another aspect
of the present invention;
[0016] FIG. 7 is a flow diagram of a method in accordance with an
aspect of the present invention; and
[0017] FIG. 8 is a flow diagram of a method in accordance with
another aspect of the present invention.
DETAILED DESCRIPTION OF THE INVENTION
[0018] A more particular description of the invention briefly
described above will be rendered by reference to specific
embodiments thereof that are illustrated in the appended drawings.
Similar or identical number references in different figures may be
utilized to indicate similar or identical components among
different embodiments of the present invention. In addition,
understanding that these drawings depict only typical embodiments
of the invention and are not therefore to be considered to be
limiting of its scope, the invention will be described and
explained in the context of a locomotive. However, the invention is
not so limited but may be applicable to off-highway vehicles,
marine vehicles, on-road vehicles, etc. The term "powered vehicle"
as used herein shall comprise a power generation system for
converting mechanical energy to electrical energy.
[0019] The present invention is directed to a power transfer system
and method that enables electrical energy generated by a powered
vehicle to be transferred from the powered vehicle to an outboard
electrical system, such as a commercial electric utility. Thus, the
proposed system, instead of eliminating useful electrical energy as
heat in resistors, transfers the electrical energy generated by the
powered vehicle to an electrical system for the sale or beneficial
use of the electrical energy. Advantageously, the present invention
may be implemented before, during, or after self-load testing of
the powered vehicle as the powered vehicle is generally in a
stationary position at such time. In an embodiment, power normally
dissipated as heat during self-load testing is instead converted to
electrical energy and directed to an electrical system for use or
sale thereof.
[0020] FIG. 1A is a block diagram of an exemplary power generation
system 10 of a powered vehicle, e.g., locomotive 102, in
communication with interface equipment 106, which will be discussed
in detail further below. The locomotive 102 may be a
diesel-electric locomotive such as, for example, the AC6000 or the
AC4400, both of which are available from General Electric
Transportation Systems. Typically, as shown in FIG. 1A, the
locomotive 102 includes a diesel engine 12 for driving an
alternator/rectifier 14 ("Alt./Rect." in FIGS. 1A and 1B). As is
generally understood in the art, in a typical AC diesel-electric
locomotive application, the AC electric power from the alternator
14 is first rectified (converted to DC). The rectified AC is
thereafter inverted (e.g., using power electronics such as
insulated-gate bipolar transistors (IGBT's) or thyristors operating
as pulse width modulators) at inverter 16 ("Inv." in FIG. 1A) to
provide a suitable form of AC power for the respective traction
motor 18. One common locomotive configuration includes one
inverter/traction motor pair per axle of the locomotive 102. Such a
configuration results in three inverters per truck, and six
inverters and traction motors per locomotive. For convenience, FIG.
1A illustrates a single inverter 16.
[0021] As is understood in the art, traction motors 18 provide the
tractive power to move locomotive 102 and any other vehicles, such
as load vehicles, attached to locomotive 102. Such traction motors
18 may be AC or DC electric motors. When using DC traction motors,
the output of the alternator 14 is typically rectified to provide
appropriate DC power and no inverter is provided. When using AC
traction motors, the alternator output is typically rectified to DC
and thereafter inverted to three-phase AC before being supplied to
traction motors 18 via the inverter as described above.
[0022] The traction motors 18 also provide a braking force for
controlling speed or for slowing locomotive 10. This is commonly
referred to as dynamic braking, and is generally understood in the
art. Simply stated, when a traction motor is not needed to provide
motivating force, it can be reconfigured (via power switching
devices) so that the motor operates as a generator. In this way,
the traction motor generates electric energy, which has the effect
of slowing the locomotive. Typically, the energy generated in the
dynamic braking mode is transferred to resistance grids 20 on the
locomotive.
[0023] As shown in FIG. 1B, resistance grids, e.g., exemplary
resistive grid 20, may include a plurality of contactors 28 for
switching a plurality of power resistive elements or resistors 24
between the positive and negative rails of a power bus 26. Each
vertical grouping of resistors 24 may be referred to as a string.
One or more power grid cooling blowers (e.g., BL1 and BL2) are
normally used to remove heat generated in a string due to dynamic
braking. It should be noted that, in a typical DC locomotive, the
resistance grids are connected to the traction motors. However, in
a typical AC locomotive, the resistance grids are also electrically
connected to a power bus 26 because each traction motor is normally
connected to the power bus 26 by way of an associated inverter.
FIG. 1A generally illustrates an AC locomotive with a plurality of
traction motors. A single inverter is depicted for convenience.
[0024] In order to confirm that the locomotive engine is delivering
the desired power or rated horsepower, oftentimes modem AC and DC
locomotives are configured for "self-load" testing. Self-load
testing refers to the use of resistance grids as a form of a
dynamometer or load bank to test the horsepower of the locomotive
engine 12 and alternator 14. Referring again to FIG. 1B, with the
locomotive stationary, a plurality of contactors 28 close such that
the engine output is delivered to the grids 20 instead of to the
traction motors (not shown) located downstream. The transfer of
energy to grids 20 from traction motors 18 is also shown in FIG. 1A
by arrow 15. Typically, the grids 20 are sufficiently large to
absorb the full engine output power, which is calculated from
voltage and current output. In the known locomotives, the power
(energy) produced during self-load testing is dissipated as heat on
the resistance grids 20. Accordingly, known locomotives typically
waste the energy generated from self-load testing. Conversely,
aspects of the present invention enable all or a portion of the
electrical energy generated by a locomotive, such as during
self-load testing of the locomotive, to be transferred to an
electrical system located outboard from the locomotive for the
beneficial use or sale thereof via interface equipment 106 as shown
in FIG. 1A and in FIG. 2.
[0025] FIG. 2 depicts a further detailed embodiment of a power
transfer system 100 in accordance with the present invention. The
power transfer system 100 comprises a powered vehicle, e.g.,
locomotive 102, having an electromotive machine 104 in electrical
communication with interface equipment 106, which is in turn in
electrical communication with an electrical system 108. In the
embodiment shown, the interface equipment 106 is shown as being
located outboard from the locomotive 102. However, it is
understood, that any one or more of the components comprising the
interface equipment 106 may be located onboard the locomotive in
other embodiments.
[0026] By "electrical system," it is meant any apparatus, system,
or location that is able to receive the electrical energy. In an
embodiment, the electrical system 108 is able to both receive and
store energy. For example, the electrical system 108 may include,
but is not limited to, an electric utility having a plurality of
grids to receive and store electrical energy thereon, as well as
the infrastructure to sell or transfer the received and/or stored
electrical energy to another entity for value if so desired. In an
embodiment, by "electric utility," it is meant any entity that
engages in the generation, transmission, and/or distribution of
electricity for sale or use, such as a commercial utility company.
Alternatively, the electrical system 108 may be any facility that
can utilize the electrical power, such as a plant, a commercial
business, a factory, or the like.
[0027] By "electromotive machine," it is meant any system or
machine that is capable of converting mechanical/electrochemical
energy to electrical energy. In one embodiment, the electromotive
machine 104 of the locomotive 102 may be of any suitable
configuration known to generate electrical energy from mechanical
energy. In another embodiment, the electromotive machine may
comprise one or more batteries, fuel cells, photovoltaic cells, the
like, or any other suitable source for generating electricity.
[0028] In a particular embodiment, as shown in FIG. 3, the
electromotive machine 104 (having DC/AC traction motors) comprises
a traction alternator 110 as known in the art for converting the
mechanical energy delivered from an engine (not shown) of a
locomotive 102 to AC electrical energy, and a rectifier 112 for
converting the electrical energy from the alternator 110 from AC to
DC power. Optionally, the locomotive 102 includes a resistive grid
114 as shown for optionally dissipating energy from the rectifier
112, and a power bus 116 having two poles that typically directly
or indirectly carry the rectified power from the rectifier 112 to a
downstream location. However, it is understood that not all
locomotives include a resistive grid and the invention is not so
limited to power vehicles having a resistive grid. Accordingly, in
such locomotives without a resistive grid, excess energy may be
dissipated by any other suitable method known in the art.
[0029] In an embodiment of a locomotive 102 having a resistive grid
114, the resistive grid 114 typically includes a plurality of
resistors 118 and a plurality of contactors 120 that act as a
switch to divert electricity from the alternator 110 and the
rectifier 112 to the resistors 118 as is desired. For example,
during the typical self-load testing performed in the field, the
contactors 120 are in the closed position (opposite of the position
shown in FIG. 3) to direct the load to the resistive grid 114. In
this way, electrical energy is transferred from the alternator 110
to the resistive grid 114 rather than to the traction motors (not
shown) of the locomotive 102 as is the case during movement of the
locomotive 102. For the sake of simplicity, one resistor 118 and a
pair of contactors 120 are shown, although it is understood that
the resistive grid 114 will include a plurality of resistors 118
and contactors 120, e.g., as shown in FIG. 1B.
[0030] In one aspect of the present invention, when electrical
energy is desired to be transferred from the electromotive machine
104 to an external source, e.g., the electrical system 108, the
contactors 118 may remain in the open position such that the power
from the alternator 110 bypasses the resistive grid 114 and instead
directs energy to the power bus 116. In a typical locomotive,
electrical power is transferred from the power bus 116 directly to
the traction motors if the traction motors are DC traction motors.
Alternatively, if the traction motors are AC traction motors, the
power bus 118 is electrically connected to an inverter (not shown),
which converts the DC power to AC power for the traction motors. In
the present invention, in either case, the power bus 116 may be
electrically connected to interface equipment 106 as set forth
below when the locomotive 102 is stationary to receive the
electrical energy from the electromotive machine 104.
Alternatively, the interface equipment may be electrically
connected to the rectifier 112 or alternator 110 to receive
electrical energy therefrom. Thereafter, when the locomotive 102 is
generating electrical energy, such as during self-load testing of
the locomotive 102, an amount of electrical energy may be
transferred from the interface equipment 106 to the electrical
system 108 as described herein.
[0031] The interface equipment 106 may be provided as one or more
modular units and may be located outboard or onboard the powered
vehicle, e.g., locomotive. In an embodiment, as shown in FIG. 2,
the interface equipment 106 is located outboard of the locomotive
102. In a particular embodiment, the interface equipment 106 may be
a stationary unit located within a maintenance depot or other test
facility and may be electrically connected to the power bus 116 of
the locomotive 102 when the locomotive 102 is at the maintenance
depot or test facility. Alternatively, the interface equipment may
be electrically connected to the rectifier 112 or the alternator
110.
[0032] Further alternatively, the interface equipment 106 may be a
mobile unit, which is transportable to a location of the locomotive
102 from which electrical energy is to be obtained. When
electrically connected to the power bus 116, rectifier 112, or
alternator 110 via an interface cable 122 (or the like) of the
electromotive machine 104 as shown in FIG. 2, the interface
equipment 106 captures electrical energy generated by the
locomotive 102 and converts the energy (if necessary) to a form
suitable for transfer to the electrical system 108, which may
utilize, further transfer, and/or sell the electrical energy.
[0033] In an embodiment, as is also shown in FIG. 3, the interface
equipment 106 comprises a DC/DC step up converter 124 (or other
DC/DC converter), a 3-phase (or other) inverter 126, power
conditioning equipment 128, and a first controller 132. The DC/DC
converter 124 accepts a DC input voltage from the power bus 116 and
produces a DC output voltage to be delivered to the inverter 126,
which may be different from the DC input voltage to the converter
124. The inverter 126 transforms the power from DC energy to AC
energy. In an embodiment, the inverter 126 may be a three-phase
inverter comprising three single phase inverter switches, each
connected to one of the three load terminals to each produce an
output of AC power having a frequency of 50-60 Hz. From the
inverter 126, the AC power may be directed to power conditioning
equipment 128 as shown. The power conditioning equipment 128 may
also comprise a transformer 130 for conditioning electrical power
to make the energy suitable for the electrical system 108. In one
embodiment, the power conditioning equipment 128 selectively
modifies the electrical power to be of a predetermined current,
frequency, voltage, or the like. From the power conditioning
equipment 128, a selected amount of electrical energy can be
transferred to the electrical system 108 via cables, e.g., one or
more of cables 125 as shown in FIG. 2, or via any other suitable
structure for transferring electrical energy.
[0034] In an embodiment, the first controller 132 comprises a
processor and a memory and the first controller 132 may be
configured to selectively modify any one or more of the current,
frequency, voltage, or other parameter of the electrical power
input into the power conditioning equipment 128 to be of a
predetermined value or within a range of values. In this way, the
electrical energy transferred from the power conditioning equipment
128 to the electrical system 108 may be in a form that will meet
the requirements of the electrical system 108. For example, in the
case where the electrical system 108 is a commercial utility, the
transferred power from the interface equipment 106 will meet all
code and other local, state, and federal requirements for the
commercial utility. From the commercial power supply network, the
power may be used, transferred, or sold as desired. In this way,
the present invention enables the beneficial use of electrical
energy generated by a locomotive for the commercial sale of
electrical power instead of wasting the generated electrical
energy.
[0035] In an embodiment, substantially all or all of the electrical
energy generated by the electromotive machine 104 may be
transferred to the interface equipment 106. In another embodiment,
a portion of the electrical energy generated by the electromotive
machine 104 may be transferred to the interface equipment 106 and a
portion of the electrical energy generated by the electromotive
machine 104 may be transferred to the resistive grids of the
locomotive 104, e.g., resistive grid 114. In yet another
embodiment, substantially all or all of electrical energy generated
by the electromotive machine 104 may be transferred to the
resistive grids 114 of the locomotive 102. The first controller 132
may be programmed to automatically regulate the destination of the
electrical energy and amounts to be transferred as well as allow
for user input of the preferred destination and amounts of
electrical energy to be transferred at a particular time.
[0036] In an embodiment, as shown in FIG. 4, the system 100 may
also comprise a second controller 134 associated with the
electromotive machine 104 to control the amount of power output
from electromotive machine 104. Specifically, the second controller
134 may regulate an amount of power distributed from the
electromotive machine 104 and loaded onto the power bus 116, for
example. Typically, the second controller 134 has a processor and a
memory and may communicate with any other controller set forth
herein in the system 100, e.g., controllers 132 and 144.
[0037] In a particular embodiment, the second controller 134 may
communicate with the locomotive 102 and the electromotive machine
104 to monitor and control the power output from the engine of the
locomotive 102 and the electromotive machine 104. Any suitable
controller or closed feedback loop known in the art for controlling
the horsepower output of the engine may be utilized. In one
embodiment shown in FIG. 4, the alternator 110 may include a notch
regulator 136 and a traction alternator field 138. The notch
regulator 136 may be set automatically by the second controller 134
or by the user to correspond to the current position of the
locomotive's throttle handle and a notch position on the locomotive
102. The notch regulator 136 regulates the amount of mechanical
energy input into the alternator 110. The traction alternator field
138 produces an output of AC current 140 having a predetermined
voltage.
[0038] To regulate the amount of power output from the alternator
110, the second controller 134 is configured to regulate a
locomotive notch setting (not shown) on the locomotive that
corresponds to an electrical energy output of the electromotive
machine 104. Thus, for example, if the second controller 134
desires a particular predetermined output, the notch setting on the
locomotive 102 could automatically be set to a value of four (4),
for example. If the second controller 134 is directed by another
controller, e.g., controller 142 discussed below, or otherwise
determines that a greater amount of electrical energy is desired to
be transferred to the electrical system 108, the notch setting
could be automatically increased via the second controller 134.
[0039] In addition, the second controller 134 may monitor a voltage
or current output from the alternator 110 on the power bus 116. If
the output energy is not the desired amount, the second controller
134 may adjust the contactors 120 such that if the second
controller determines that there is an excess of electrical energy
output from the alternator 110, the contactors 120 may be moved to
a closed position to direct the power to the resistive grid 114
instead of to the power bus 116. The power at the resistive grid
114 may be dissipated as heat as is known in the art. The second
controller 134 may also control the duration the contactors 120
remain in the closed position.
[0040] As is also shown in FIG. 4, the interface equipment 106 may
also include a third controller 142 for measuring a power output
from the interface equipment 108. (Alternatively, the second
controller 134 could be programmed to carry out the functions of
the third controller 142.) The third controller 142 is configured
to determine an amount of electrical energy transferred to the
electrical system 108 over a period of time. As a result of the
transfer of electrical energy, the third controller 142 is
conducive for generating revenue based on the amount of electrical
energy transferred to the electrical system 108.
[0041] For example, the third controller 142 may be configured to
transmit information 150 (such as to an electrical utility or other
electrical system) relating to the generation of revenue based on
the amount of electrical energy transferred to the electrical
system 108. The information could include, for example, the amount
of energy transferred and an identity of the entity (e.g., owner of
the locomotive) transferring the energy. By information "relating
to" the generation of revenue, it is meant the information is used,
at one point or another, for purposes of revenue generation or
calculation.
[0042] In another embodiment, the interface equipment 106 may also
include a regulator 144 to regulate the output of any one or more
of the DC/DC converter 124, the inverter 126, and power
conditioning equipment 128.
[0043] In an embodiment, the third controller 142 (or a further
additional controller) may also measure a voltage and a current
value of at least one of the DC/DC converter 124 or the three-phase
inverter 126, and thereafter regulate an amount of electrical
energy transferred from the electromotive machine 104 to the
electrical system 108 via the regulator 144. In this way, the third
controller 142 ensures that the interface equipment 106 does not
request or deliver more power from the electromotive machine 104 to
the electrical system 108 than the electromotive machine 104 can
provide. It is understood that the controllers disclosed herein are
merely exemplary, and that the controllers (and any the functions
carried out by the controllers) may be combined, in whole or in
part, as desired. Alternatively, the functions carried out by the
controllers described herein may be performed by yet additional
controllers.
[0044] In one embodiment, as shown in FIG. 5, the controllers 132,
134, 142 are in continuous communication with one another over a
network 144, or the like. Thus, the third controller 142, for
example, may regulate an amount of electrical energy transferred to
the electrical system 108 according to an amount of electrical
energy produced by the electromotive machine 104. The interface
equipment 106 may thus be used as a feedback reference to cause the
third controller 142 to communicate to the third controller 132
whether to increase or decrease a notch position on the locomotive
102 to produce more or less mechanical energy. Alternatively, the
third controller 142 may direct the first controller 132 to
transfer electrical energy to the resistors 120 of the
electromotive machine to dissipate some of the output energy from
the electromotive machine 104 as heat if it is determined that less
electrical energy should be transferred to the electrical system
108.
[0045] In yet another embodiment, as shown in FIG. 6, a system 100'
is provided that may incorporate any component as described above
for system 100 except that system 100' is modified to accommodate
locomotives having an onboard inverter and AC traction motors. In
the embodiment shown in FIG. 6, the electromotive machine 104' of
the system 100' includes an alternator 110', rectifier 112',
resistance grid 114', and power bus 116' as described above.
Additionally, the electromotive machine 104' includes an inverter,
and typically a 3-phase inverter 126', onboard the locomotive 102'
rather than within the interface equipment 106'. As a result, three
phase AC power may be transferred from the inverter 126' to an
electrical system 108' via interface equipment 106'. The interface
equipment 106' may be placed in electrical communication with the
alternator 110', rectifier 112', or 3-phase inverter 126' via a
plurality of cables or the like.
[0046] In an embodiment, the interface equipment 106' of the
present embodiment comprises power conditioning equipment 128' for
modifying the electrical energy to a form suitable for the
electrical system 108', which may optionally include a transformer
130' as shown. The interface equipment 106' may also be in
electrical communication with the electrical system 108' via a
plurality of cables or the like. There may be a plurality of
3-phase inverters 126', e.g., 2 inverters, 4 inverters, or 6
inventors, depending on the design and configuration of the
locomotive in question.
[0047] Embodiments of the invention may also be described as a
method or computer program (e.g., a computer program that when
executed by a controller/processor, causes the controller/processor
to carry out the method). With respect to FIG. 7, there is a flow
chart showing different steps of a method 200 according to one
embodiment of the present invention. The method first comprises a
step 202 of generating electrical energy via an electromotive
machine 104 on the powered vehicle, e.g., locomotive 102. The
generating of electrical energy is generally performed when the
locomotive is stationary, such as before or after self-load testing
of the powered vehicle, e.g., locomotive 102. In step 202, the
method further includes transferring at least a portion of the
electrical energy to an electrical system 108 located outboard of
the powered vehicle, e.g., locomotive 102, via interface equipment
106 electrically coupled to the electromotive machine 104 and the
electrical system 108.
[0048] In one embodiment, the interface equipment 106 is
electrically coupled to a power bus 116 on the powered vehicle and
is electrically coupled to the electrical system 108. In another
embodiment, the transferring of the electrical energy may include
transforming a rectified electrical energy from the electromotive
machine 104 to AC electrical energy. Before the electrical energy
is transferred to the electrical system 108, a parameter of the AC
electrical energy may be adjusted, which is selected from the group
consisting of voltage, current, and frequency. In another
embodiment, the electrical system 108 is a commercial utility and
the method 200 further comprises generating revenue over a period
of time based on the amount of electrical energy transferred to the
electrical system 108.
[0049] In one embodiment, the electromotive machine 104 is
electrically coupled to a resistive grid onboard the powered
vehicle, e.g., locomotive 102, and during the transferring of at
least a portion of the electrical energy to the electrical system
108, the method 200 further comprises bypassing the resistive grid
20 such that at least a portion of the electrical energy is
delivered to the electrical system 108.
[0050] Aspects of the present invention may provide enormous cost
savings and revenue. As an illustration, a single locomotive may
generate 2238 kWh per year assuming an average horsepower per
locomotive of 3000 and a self-load test every six months. Thus,
assuming a fleet of 200 locomotives, the electrical energy produced
by the fleet could be 447,600 kWh. If 50% of this generated
electrical energy is fed to a remote electrical storage unit as
described herein for use or sale of the energy, at least 233,800
kWh of energy is saved. Assuming a cost of $0.10/kWh, the amount of
money saved and/or generated may be at least $23,380. Moreover,
this energy is not dissipated into the environment, the amount of
greenhouse gases, e.g., carbon dioxide, emitted by the locomotive
during self-load testing or such stationary electrical energy
generation is substantially reduced.
[0051] In accordance with another aspect of the present invention,
as shown in FIG. 8, there is provided a method 300 for utilizing
electrical energy generated by a powered vehicle, e.g. locomotive
102. The method comprises step 302 of receiving, at an electrical
system 108 located outboard of the powered vehicle (e.g. locomotive
102), electrical energy generated by an electromotive machine 104
on the powered vehicle. The method further comprises step 304 of
determining revenue information 150 based on an amount of said
electrical energy received at the electrical system 108, wherein
the revenue information relates to a value of said amount of
electrical energy.
[0052] Embodiments described above may be implemented on a suitable
computer system, controller, memory, or generally a computer
readable medium. For example, the steps of the methods described
above may correspond to computer instructions, logic, software
code, or other computer modules disposed on the computer readable
medium, e.g., floppy disc, hard drive, ASIC, remote storage,
optical disc, or the like. The computer-implemented methods and/or
computer code may be programmed into an electronic control unit of
an engine, a main control system of the locomotive, a remote
control station that communicates with the locomotive unit, or the
like, as described above.
[0053] This written description uses examples to disclose
embodiments of the invention, including the best mode, and also to
enable any person skilled in the art to make and use the
embodiments of the invention. The patentable scope of the
embodiments of the invention is defined by the claims, and may
include other examples that occur to those skilled in the art. Such
other examples are intended to be within the scope of the claims if
they have structural elements that do not differ from the literal
language of the claims, or if they include equivalent structural
elements with insubstantial differences from the literal languages
of the claims.
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