RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional Application No. 63/072,843 filed August 31, 2020, and U.S. Provisional Application No. 63/074,337 September 3, 2020, each of which is hereby fully incorporated herein by reference.

TECHNICAL FIELD

Embodiments of the present disclosure relate generally to the field of electrical power distribution, and more particularly to systems and methods for managing and distributing electrical power in mobile energy storage devices.

BACKGROUND

The motion of wheeled vehicles such as trucks, trains, automobiles, and bicycles presents a variety of opportunities for harvesting excess energy'. Various technologies exist for converting kinetic energy to electrical energy' for use or storage by the vehicle, including alternators, kinetic energy recovery systems (KERS), regenerative braking systems, and module active response systems such as those contemplated by U.S. Patent No. 10,668,814 to Then-Gautier, the disclosure of which is incorporated by reference herein.

Existing on-vehicle energy harvesting technologies are arranged to provide power to on-vehicle systems (such as refrigeration units of reefer trailers) or provide extra power for moving the vehicle itself. Large vehicles, such as trains or other rail transport vehicles can often produce more excess energy than can be effectively used during operation of the vehicle. If this extra energy cannot be stored on the vehicle it will be wasted. Adding additional storage capacity may not be effective where the vehicle simply does not use as much electrical energy as is produced within a given time period.

Vehicles with predictable routes like trains also have a known quantity of stopping points or terminals. These can include train stations, depots, stops, and the like. These terminals are often located near infrastructure or services related to the vehicle’s purpose, such as vendors, parking lots, warehouses, and communication equipment. While local energy sources (such as solar panels or wind turbines) are becoming more ubiquitous, currently the accessory infrastructure near vehicle terminals is almost exclusively powered by mains electricity provided by an electrical grid.

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SUBSTITUTE SHEET (RULE 26) Because electrical grids are generally provided and supported by regional utility entities, there can be inefficiencies related to using grid power to service infrastructure local to vehicle terminals. The costs of transporting the energy to the terminal, and costs of generating energy during peak hours can inflate the cost per kWh of energy for local services.

A need exists, however, for systems and methods that can enable the distribution of captured electrical energy beyond the envelope of the vehicle.

SUMMARY

Embodiments of the present disclosure provide systems and methods for the distribution of electrical power generated by vehicles in operation. Vehicles, such as trains, can be fitted with power generation systems and energy storage systems, such as batteries capable of accommodating the storage capacity required according to the power generation and specification of the generation system. The excess energy stored in the energy storage systems can be provided to energy distribution stations at vehicle terminals to power local infrastructure.

In one aspect of the present disclosure, a system for distribution of electrical power includes a vehicle, such as a train or an automobile with an electric generator, a plurality of vehicle terminals for temporarily receiving the vehicle, each including an energy distribution station having an electrical input and an electrical output, and an energy storage device selectively coupleable to the electric generator to store energy and to an electrical input of a vehicle terminal of the plurality of vehicle terminals to transmit the stored energy.

In embodiments, the electrical output is electrically coupleable to an energy receiver such as an energy storage facility, a local electric load, and or an electrical grid.

In embodiments, the energy storage device comprises a battery arranged within a shipping container such as an intermodal container. The intermodal container can be selectably attachable to the vehicle, such that the intermodal container is transported by the vehicle in an attached configuration, and is arrangeable proximate a vehicle terminal of the plurality of vehicle terminals in a detached configuration.

In an aspect of the present disclosure a method for distribution of electrical power includes generating electrical power on a vehicle during transit, storing the electrical power in an energy storage device selectably coupleable to the electric generator, temporarily receiving the vehicle at a vehicle terminal comprising an energy distribution station having an electrical input and an electrical output, coupling the electrical output to an energy receiver selected from the group consisting of: an energy storage facility, a local electric load, and an electrical grid, and coupling the energy storage device to the electrical input to transfer the electrical power to the energy receiver.

In an aspect of the present disclosure, a method for distribution of electrical power, the method comprises attaching an energy storage device to a vehicle, generating electrical power on the vehicle during transit, storing the electrical power in the energy storage device, detaching the energy storage device from the vehicle an energy distribution station having an electrical input, and coupling the energy storage device to the electrical input. In embodiments, the method can further include attaching a second energy storage device to the vehicle after detaching the energy storage device from the vehicle.

In embodiments, the method can further include coupling an electrical output of the energy distribution station to an energy receiver and coupling the energy storage device to the electrical input to transfer the electrical power to the energy receiver.

Embodiments of the present disclosure can enable train and shipping companies to act as e-mobility power companies capable of feeding the power needs of stations themselves and providing power to the town or community surrounding the station. For example, the stations can provide charging of fast- or slow-charging of electric vehicles, bikes, and scooters parked at the station, as well as powering the buildings and stores in the community. Because the energy is produced as a by-product of the transportation of the vehicles, energy can be provided to the community more efficiently than large grid-based power generating stations.

The above summary is not intended to describe each illustrated embodiment or every implementation of the subject matter hereof. The figures and the detailed description that follow more particularly exemplify various embodiments.

BRIEF DESCRIPTION OF THE DRAWINGS

Subject matter hereof may be more completely understood in consideration of the following detailed description of various embodiments in connection with the accompanying figures.

FIG. 1 is a schematic diagram depicting an energy distribution system, according to an embodiment. FIG. 2 is a flowchart depicting an energy distribution method, according to an embodiment.

FIG. 3 is a flowchart depicting an energy distribution method, according to an embodiment.

While various embodiments are amenable to various modifications and alternative forms, specifics thereof have been shown by way of example in the drawings and will be described in detail. It should be understood, however, that the intention is not to limit the claimed inventions to the particular embodiments described. On the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the subject matter as defined by the claims.

DETAILED DESCRIPTION

Embodiments relate to systems and methods for distribution of electrical power generated by vehicles. FIG. 1 is a schematic diagram depicting components of an energy generation and distribution system 100, according to an embodiment.

Vehicle 200 can be any moving vehicle fitted with a generator 210 and energy storage device 220. Locomotion of vehicle 200 can be powered by fossil fuels, electricity, hydrogen fuel-cell, natural gas, or other power sources. While vehicle 200 can be any wheeled vehicle, vehicle 200 will be referred to herein as a train, which can include a multiple-unit train, a train car, a locomotive, or another other rail transport vehicle, or a truck, which can include a semitrailer truck or articulated lorry. In embodiments, vehicle 200 can preferably be coupleable to, or finable with, one or more standard shipping containers such as intermodal containers or International Organization for Standardization ISO 668 Series 1 freight containers.

Generator 210 can comprise any electrical generation technology known in the art, such as systems for regenerative braking, kinetic energy recovery systems (KERS), or MARS™ brand module active response systems. Generator 210 can generate supplemental energy from the operation of vehicle 200. In embodiments, generator 210 can comprise one or more alternators.

Energy storage device 220 can comprise one or more battery-cells, flywheels, capacitors, or other components or technologies for the storage of energy produced by energy storage device 220. The use of the term “battery” within the present disclosure is not intended to limit energy storage device 220 to chemical or other battery technologies, but instead to refer to any of the range of energy storage components or technologies that can be used to store the energy generated by generator 210 for later use.

In embodiments, the specifications of generator 210 and energy storage device 220 can be aligned such that energy storage device 220 can receive and store the energy generated by generator 210 during the expected operating parameters of vehicle 200. Example specifications are provided in Table 1 below, though other combinations can of course be used.

Table 1

In embodiments, energy storage devices 220 can be selectably attachable and detachable from vehicle 200. For example, energy storage devices 220 can comprise or be arranged within a shipping container such as an intermodal container. Containerized energy storage devices 220 can be attached to or detached from vehicle 200 in the same manner as other standard containers. In embodiments, energy storage devices 220 can comprise one or more separately movable battery packs that can be loaded or unloaded from vehicle 200 by personnel with or without mechanical assistance. Energy storage devices 220 can have other configurations as well, including those that are permanently or semi-permanently attached to vehicle 200.

Vehicle terminal 300 can be a train station, depot, terminal, yard, or any other location where vehicle 200 can remain stationary for a temporary period of time. Vehicle terminal 300 can comprise energy distribution station 400, comprising energy inputs 402 and energy outputs 404. Energy inputs 402 can receive energy from one or more energy storage devices 220 that have been charged by one or more vehicles 200. Energy outputs 404 can be coupleable to an electric transmission grid 10, and one or more local electric loads 12.

Local electric loads 12 can include electric devices within or near vehicle terminal 300, such as lighting systems, heating, ventilation and air-conditioning (HVAC) systems, appliances, information technology infrastructure, or other devices. Local electric loads 12 can also include charging stations for electric or hybrid vehicles such as cars, buses, scooters, streetcars, trams and the like. Energy outputs 404 can therefore comprise one or more power ports or sockets providing DC or AC mains power. Energy outputs 404 can comprise or be communicatively coupled to one or more power metering engines (not shown), for the purposes of tracking power usage of local electric loads 12, enabling accounting and billing for electrical power use.

In embodiments, energy distribution station 400 can further be connected to an electrical transmission grid 10, such as provided by a local or regional utility. Energy distribution station 400, can comprise inverters, conditioners and transformers capable of outputting electrical power to service local electrical loads 12, as well as receive power from and provide power to electrical transmission grid 10. Energy distribution station 400 can therefore provide seamless switching of electrical power sources between electrical power provided by vehicles 200 and the wider electrical transmission grid 10.

Energy distribution station 400 can further comprise or be connected to a control system, comprising hardware and software engines configured to monitor power inputs and outputs, and direct received power where needed. The control system can be local to vehicle terminal 300, or comprise a plurality of networkable computing nodes, local and/or remote from vehicle terminal 300. Control of a plurality of geographically dispersed energy distribution stations 400, as well as the generators of a plurality of vehicles 200 and energy storage devices 220, can therefore be accomplished by centralized or distributed monitoring and control devices.

Vehicle terminal 300 can further comprise energy storage facility 406. Energy storage facility 406 can comprise one or more batteries or energy storage devices such as those described above with respect to energy storage device 220. In embodiments, energy storage facility 406 can comprise racks, shelves, pallets, slots, or other constructions for physical storage of energy storage devices 220. Energy generated by vehicles 200 can therefore be transferred to energy distribution station while vehicle 200 is stationery at vehicle terminal 300 or can be transferred from energy storage devices 220 physically transferred from vehicle 200 and stored at energy storage facility 406.

FIG. 2 is a flowchart depicting a method 1000 for distribution of energy generated through operation of a vehicle, according to an embodiment.

At 1002, a vehicle arrives at a terminal or energy storage facility with one or more charged batteries or energy storage devices. The charged batteries can be fully or partially charged. At 1004, the charged battery is physically unloaded from the vehicle and placed in an energy storage facility. While not depicted in FIG. 2, the charged batteries can be connected to an energy distribution system for servicing of local loads or to provide power to a wider grid. At 1006, one or more depleted batteries can be attached or loaded onto the vehicle. At 1008, the vehicle can leave with depleted or partially depleted batteries. At 1010, the batteries can be charged through operation of the vehicle as the vehicle is in operation. The vehicle can then arrive at the same vehicle terminal, or a different vehicle terminal for another transfer of batteries at 1002.

FIG. 3 is a flowchart depicting a method 2000 for distribution of energy through operation of a vehicle, according to an embodiment. Method 2000 is similar to method 1000, except that the energy storage devices or batteries are not physically unloaded from the vehicle. Instead, the energy storage devices on the vehicle are coupled to the energy distribution station at the terminal for transfer of power while the vehicle is stationery at the terminal. At 2002, the vehicle arrives with a partially or fully charged battery. At 2004, the battery is coupled to the energy distribution station and stored energy is transferred. At 2006, the vehicle leaves with a depleted or partially depleted battery. At 2008, the vehicle is charged through the operation of the vehicle.

In yet another embodiment, an energy distribution station can present one or more transmission lines or cables. Each transmission line can be electrically conductive and have a sufficient length to enable the transfer of energy from energy storage devices 220 of vehicle 200 while the vehicle 200 is in motion. For example, the transmission line can have a length of about one-thousand feet. Vehicle 200 can comprise an energy transfer mechanism such as a pantograph, trolley pole, or other electrically conductive mechanism to enable transfer of power from energy storage devices 220 to the transmission line. Because energy can be transferred while the vehicle is still in motion, energy transfer in embodiments can occur without needing the vehicle to stop for an extended period of time, or for physical transfer of energy storage devices. In embodiments, a combination of in-motion and stationary energy transfer techniques can be supported.

Embodiments provide a system and method for a fleet of vehicles, be they train cars, trailer trucks, or the like, to capture excess power generated through vehicle operation, and provide this power to energy receivers at one or more terminals. In an example use case, a commuter rail system can include energy storage facilities at one or more stations along a route. Each commuter rail train can include one or more energy storage devices that can be charged as the train travels its route. At each stop, energy can be transferred to an energy distribution station, for example by detaching the energy storage device from the train. The energy storage device can then be used to power local electric loads near the stop, for example, to recharge electric vehicles driven to the train stop by commuters who will board the train at the stop. On the return route, discharged energy storage devices at each stop can be loaded onto the train for recharging.

Embodiments provide enhancements to existing energy capture systems and devices for converting kinetic energy into electrical power for use by a vehicle or vehicle accessory such as a reefer trailer. Such systems convert kinetic energy into electrical power by means of an alternator or generator coupled to a driven wheel of a trailer or rail car. Conversion can occur in three modes of vehicle operation: accelerating, steady state speed and decelerating.

Of these, positive acceleration is the least efficient mode as the vehicle’s motor is already operating at high load. Steady state speed conversion efficiency is comparable to diesel motor and generator (genset) setups that power typical reefer trailers. Even more efficiency can be provided by systems that can capture and convert kinetic energy during deceleration activities or driving at downhill grades. Conventionally, energy capture systems provided on vehicles do not convert stored kinetic energy into anything useful. During deceleration, such energy is simply wasted as heat shed through the brakes and wheels or compression (Jacob or Jake) brakes.

Kinetic energy capture systems can capture large amounts of energy as the rail vehicles slow and come to a stop. Local commuter trains, cross-country passenger rail or freight rail with frequent stops through cities and small-towns present good opportunities for power generation. This can enable train stations to function as e-mobility power platforms. According to embodiments, the station (or a place close to the transmission line) can become a battery storage unit downloading power from the train to a power grid accessible or a power usage location. Local entities in the town can receive their electric power from this micro-grid whether as a primary power source, or a high-reliability backup power source where needed for critical applications like medical facilities or critical infrastructure. Electric vehicles of all types would be able to slow or fast charge at the station. This would lessen the need for substantial capital expenditure and the delays of local permitting ordinances to build battery charging infrastructure and would more quickly allow for electric vehicle charging infrastructure creation.

Furthermore, optimizing the vehicle’s acceleration cycle and capturing energy from this optimization will enable the reduction of operating cost of the refrigeration activity of the reefer trailers. This can provide both environmental and monetary savings by reducing carbon dioxide and small particulate emissions, as well as reducing the cost to operate costly refrigerated trailers.

In embodiments, the energy storage devices 220 of a train can store up to 5MWh of generated electricity per day. If, however, the power needs serviced by energy distribution station 400 exceed the amount of power transferred from vehicles, energy distribution station 400 can provide power from the electric transmission grid 10.

It should be understood that the individual steps used in the methods of the present teachings may be performed in any order and/or simultaneously, as long as the teaching remains operable. Furthermore, it should be understood that the apparatus and methods of the present teachings can include any number, or all, of the described embodiments, as long as the teaching remains operable.

In one embodiment, the system 100 and/or its components or subsystems can include computing devices, microprocessors, modules and other computer or computing devices, which can be any programmable device that accepts digital data as input, is configured to process the input according to instructions or algorithms, and provides results as outputs. In one embodiment, computing and other such devices discussed herein can be, comprise, contain or be coupled to a central processing unit (CPU) configured to carry out the instructions of a computer program. Computing and other such devices discussed herein are therefore configured to perform basic arithmetical, logical, and input/output operations.

Computing and other devices discussed herein can include memory. Memory can comprise volatile or non-volatile memory as required by the coupled computing device or processor to not only provide space to execute the instructions or algorithms, but to provide the space to store the instructions themselves. In one embodiment, volatile memory can include random access memory (RAM), dynamic random access memory (DRAM), or static random access memory (SRAM), for example. In one embodiment, non-volatile memory can include read-only memory, flash memory, ferroelectric RAM, hard disk, floppy disk, magnetic tape, or optical disc storage, for example. The foregoing lists in no way limit the type of memory that can be used, as these embodiments are given only by way of example and are not intended to limit the scope of the disclosure.

In one embodiment, the system or components thereof can comprise or include various modules or engines, each of which is constructed, programmed, configured, or otherwise adapted to autonomously carry out a function or set of functions. The term “engine” as used herein is defined as a real-world device, component, or arrangement of components implemented using hardware, such as by an application specific integrated circuit (ASIC) or field programmable gate array (FPGA), for example, or as a combination of hardware and software, such as by a microprocessor system and a set of program instructions that adapt the engine to implement the particular functionality, which (while being executed) transform the microprocessor system into a special-purpose device. An engine can also be implemented as a combination of the two, with certain functions facilitated by hardware alone, and other functions facilitated by a combination of hardware and software. In certain implementations, at least a portion, and in some cases, all, of an engine can be executed on the processor(s) of one or more computing platforms that are made up of hardware (e.g., one or more processors, data storage devices such as memory or drive storage, input/output facilities such as network interface devices, video devices, keyboard, mouse or touchscreen devices, etc.) that execute an operating system, system programs, and application programs, while also implementing the engine using multitasking, multithreading, distributed (e.g., cluster, peer-peer, cloud, etc.) processing where appropriate, or other such techniques. Accordingly, each engine can be realized in a variety of physically realizable configurations, and should generally not be limited to any particular implementation exemplified herein, unless such limitations are expressly called out. In addition, an engine can itself be composed of more than one sub-engines, each of which can be regarded as an engine in its own right. Moreover, in the embodiments described herein, each of the various engines corresponds to a defined autonomous functionality; however, it should be understood that in other contemplated embodiments, each functionality can be distributed to more than one engine. Likewise, in other contemplated embodiments, multiple defined functionalities may be implemented by a single engine that performs those multiple functions, possibly alongside other functions, or distributed differently among a set of engines than specifically illustrated in the examples herein.

Various embodiments of systems, devices, and methods have been described herein. These embodiments are given only by way of example and are not intended to limit the scope of the claimed inventions. It should be appreciated, moreover, that the various features of the embodiments that have been described may be combined in various ways to produce numerous additional embodiments. Moreover, while various materials, dimensions, shapes, configurations and locations, etc. have been described for use with disclosed embodiments, others besides those disclosed may be utilized without exceeding the scope of the claimed inventions.

Persons of ordinary skill in the relevant arts will recognize that embodiments may comprise fewer features than illustrated in any individual embodiment described above. The embodiments described herein are not meant to be an exhaustive presentation of the ways in which the various features may be combined. Accordingly, the embodiments are not mutually exclusive combinations of features; rather, embodiments can comprise a combination of different individual features selected from different individual embodiments, as understood by persons of ordinary skill in the art. Moreover, elements described with respect to one embodiment can be implemented in other embodiments even when not described in such embodiments unless otherwise noted. Although a dependent claim may refer in the claims to a specific combination with one or more other claims, other embodiments can also include a combination of the dependent claim with the subject matter of each other dependent claim or a combination of one or more features with other dependent or independent claims. Such combinations are proposed herein unless it is stated that a specific combination is not intended. Furthermore, it is intended also to include features of a claim in any other independent claim even if this claim is not directly made dependent to the independent claim.

Moreover, reference in the specification to “one embodiment,” “an embodiment,” or “some embodiments” means that a particular feature, structure, or characteristic, described in connection with the embodiment, is included in at least one embodiment of the teaching. The appearances of the phrase “in one embodiment” in various places in the specification are not necessarily all referring to the same embodiment.

Any incorporation by reference of documents above is limited such that no subject matter is incorporated that is contrary to the explicit disclosure herein. Any incorporation by reference of documents above is further limited such that no claims included in the documents are incorporated by reference herein. Any incorporation by reference of documents above is yet further limited such that any definitions provided in the documents are not incorporated by reference herein unless expressly included herein. For purposes of interpreting the claims, it is expressly intended that the provisions of Section 112, sixth paragraph of 35 U.S.C. are not to be invoked unless the specific terms “means for” or “step for” are recited in a claim.