WO2001020770A1 - Methods and system for generating electrical power from a pressurized fluid source - Google Patents
Methods and system for generating electrical power from a pressurized fluid source Download PDFInfo
- Publication number
- WO2001020770A1 WO2001020770A1 PCT/US2000/025137 US0025137W WO0120770A1 WO 2001020770 A1 WO2001020770 A1 WO 2001020770A1 US 0025137 W US0025137 W US 0025137W WO 0120770 A1 WO0120770 A1 WO 0120770A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- pressurized fluid
- converter
- storage device
- accordance
- energy storage
- Prior art date
Links
Classifications
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
- H02P9/14—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field
- H02P9/26—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field using discharge tubes or semiconductor devices
- H02P9/30—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field using discharge tubes or semiconductor devices using semiconductor devices
- H02P9/305—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field using discharge tubes or semiconductor devices using semiconductor devices controlling voltage
- H02P9/307—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field using discharge tubes or semiconductor devices using semiconductor devices controlling voltage more than one voltage output
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C6/00—Plural gas-turbine plants; Combinations of gas-turbine plants with other apparatus; Adaptations of gas- turbine plants for special use
- F02C6/14—Gas-turbine plants having means for storing energy, e.g. for meeting peak loads
- F02C6/16—Gas-turbine plants having means for storing energy, e.g. for meeting peak loads for storing compressed air
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/28—Trailers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/40—Working vehicles
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/16—Mechanical energy storage, e.g. flywheels or pressurised fluids
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
Definitions
- This invention relates generally to generating electrical power and, more particularly, to using a fluid under pressure to generate electrical power where the fluid under pressure is also being used for other purposes and the amount of pressurized fluid available to generate electrical power varies. For example, compressed air used in a rail car braking system.
- a system uses pressurized fluid to provide electrical power to a load.
- the system includes a pressurized fluid supply that provides fluid to a fluid motor, which provides power to a generator for generating electrical power supplied to a load and an energy storage device.
- a controller selects which of various sources within the system provides fluid to the fluid motor based on the operating mode of the system. When fluid supplied to the fluid motor is discontinued, the energy storage device discharges providing power to the load.
- pressurized fluid runs a fluid motor that drives a high efficiency electrical generator to produce raw power.
- a control circuit adjusts the generator load such that as much power as possible is drawn from the generator given the pressure available.
- Energy in excess of that needed by the load is stored electrically in an energy storage device, such as an ultracapacitor.
- an electrically controlled valve shuts off the pressurized fluid supply to the fluid motor.
- the pressurized fluid supply is turned off, the energy storage device supplies power to the load.
- Figure 1 is a diagram of a power system architecture for generating electrical power from a pressurized fluid source
- Figure 2 is a circuit diagram of one embodiment of the control electronics for the system shown in Figure 1 ;
- Figure 3 is a schematic diagram of a system for generating electrical power from a pressurized fluid system using an auxiliary reservoir;
- Figure 4 is a schematic diagram of a system for generating electrical power from a pressurized fluid system using an existing main reservoir
- Figure 5 is a schematic diagram of a system for generating electrical power from a pressurized fluid system using an auxiliary reservoir and excess pressurized fluid released from a pressurized fluid driven device;
- Figure 6 illustrates an alternate embodiment of a power system architecture for generating electrical power from a pressurized fluid source having a bi-directional power converter
- Figure 7 is a schematic diagram of a system for generating electrical power using pressurized fluid supplied from a pressurized fluid system that includes a controller for selecting the source of pressurized fluid.
- FIG. 1 shows a system 10 for generating electrical power from a pressurized fluid source.
- System 10 includes a fluid motor 12 that receives fluid pressure from a pressurized fluid supply 14 through an input valve 16.
- Pressurized fluid supply 14 is, for example, a compressed air supply available on a railcar for air braking, or a tractor trailer air braking system or the pneumatic system of an airplane or a watercraft.
- Fluid motor 12 drives a high-efficiency generator 18, e.g. a permanent magnet rotor, three-phase stator machine.
- An AC output generated by generator 18 is rectified and filtered to produce a DC output that is supplied to a DC/DC converter 24.
- DC/DC converter 24 is controlled such that an output voltage from generator 18 (i.e.
- the input voltage to DC/DC converter 24 is regulated at a maximum power operating point of fluid motor 12 for a given amount of pressurized fluid.
- the maximum power operating point is where the fluid motor 12 runs most efficiently.
- the input voltage to DC/DC converter 24 follows a reference voltage V ref input to an error amplifier 28.
- a voltage output from DC/DC converter 24 is supplied to a second DC/DC converter 30 and, as further described below, to an energy storage device 32, e.g. an ultracapacitor.
- Second DC/DC converter 30 draws power from energy storage device
- output voltage 42 e.g. a 5-volt output
- output 44 e.g. a 200-volt output
- high-voltage loads for example, a piezo-electrically controlled pneumatic pilot valve.
- a zero-voltage crossing of the AC winding (not shown) in generator 18 is sensed and used to determine speed.
- the specific maximum power characteristics of fluid motor 12, for various operating fluid pressures are used to regulate the load to keep fluid motor 12 operating at the maximum power operating point.
- energy storage device 32 is an ultracapacitor having a capacity of several farads. As excess energy is stored, voltage across energy storage device 32 rises. When the voltage across energy storage device 32 reaches a predetermined threshold value, e.g. 24 volts, a comparator 48 with hysteresis responds to the threshold voltage by turning off pressurized fluid supply 14 via low-power input valve 16. Valve 16 operates either without using holding power or by using extremely low holding power. In the embodiment shown in Figure 1, valve 16 is a stepper-motor-driven spool valve. In another embodiment valve 16 is a piezo- controlled valve. In yet another embodiment valve 16 is a solenoid valve.
- the duty cycle of fluid motor 12 is a ratio of energy storage device charge time t L to the discharge time t u , which equals a ratio of the output power supplied to the load P 0 by generator
- a run time for fluid motor 12 compared to total elapsed time i.e. a duty cycle D
- a fluid motor such as motor 12, running with power levels as described above has a run time of approximately 11 months. Therefore, the life of fluid motor 12 is extended using standard low cost construction methods for fluid motor 12 instead of other more costly complicated and involved construction methods.
- Figure 2 is a circuit diagram of one embodiment of power electronics for system 10 shown in Figure 1. Components in Figure 2 identical to components in Figure 1 are identified in Figure 2 using the same numerals as used in Figure 1. Converter 24 draws the correct power from generator 18 as commanded by error amplifier 28 to charge energy storage device 32 and supply the load until comparator
- flyback regulator 50 With a voltage doubler 52 is attached at the output of converter 30.
- flyback regulator 50 runs off of the regulated output 42 and can therefore be optimized at a relatively fixed duty cycle. Additionally, by employing voltage doubler 52 at the secondary side of flyback regulator 50, some energy is transferred to the high voltage side so that less energy is stored in the core, resulting in a small, efficient, and simple high voltage supply.
- the voltage supply to flyback generator 50 can be terminated once the output voltage reaches the desired value.
- the supply to flyback generator 50 can be cycled on again at the appropriate time. In this manner, no parasitic power is consumed and no core losses are incurred when the valves are in a fixed position.
- Figure 3 is a schematic diagram of a system 54 for generating electrical power from a pressurized fluid system 56 using an auxiliary reservoir 58.
- pressurized fluid system 56 is a compressed air braking system used in a rail car.
- Pressurized fluid system 56 includes a pressurized fluid source 60 that supplies pressurized fluid to a main reservoir 62 and to auxiliary reservoir 58.
- a charging choke and check valve 64 and a quick release valve 66 In line between pressurized fluid source 60 and main reservoir 62 is a charging choke and check valve 64 and a quick release valve 66, which control the flow of fluid to main reservoir 62.
- a choke 68 and a check valve 70 In line between pressurized fluid source 60 and auxiliary reservoir 58 are a choke 68 and a check valve 70, which control the fluid flow to auxiliary reservoir 58.
- Main reservoir 62 supplies fluid to a pressurized fluid driven device 72, for example a railcar brake cylinder. Excess fluid supplied to device 72 is released as exhaust 74 through an exhaust valve 76.
- a supply valve 78 controls the flow of fluid from main reservoir 62 to device 72.
- Auxiliary reservoir 58 supplies fluid to fluid motor 12 of system 54.
- Pressurized fluid source 60 supplies fluid to auxiliary reservoir 58 charging it to a maximum level.
- Auxiliary reservoir 58 in turn supplies pressurized fluid through input valve 16, which is regulated by control 80, to fluid motor 12 of system 54.
- As fluid from auxiliary reservoir 58 is depleted auxiliary reservoir 58 is recharged with fluid from pressurized fluid source 60.
- Figure 4 is a schematic diagram of a system 80 for generating electrical power from a pressurized fluid system 82 using an existing main reservoir 84.
- pressurized fluid system 82 is a compressed air braking system used in a rail car.
- Pressurized fluid system 82 includes a pressurized fluid source 86 that supplies pressurized fluid to a main reservoir 84 charging it to a maximum level.
- a charging choke and check valve 88 and a quick release valve 90 In line between pressurized fluid source 86 and main reservoir 84 is a charging choke and check valve 88 and a quick release valve 90, which control fluid flow to main reservoir 84.
- Main reservoir 84 supplies pressurized fluid to a pressurized fluid driven device 92, for example a railcar brake cylinder, and to fluid motor 12 of system 80.
- a choke 94 restricts fluid flow to input valve 16, which controls fluid flow to fluid motor 12.
- Input valve 16 is regulated by control 96.
- a supply valve 98 controls the fluid flow to device 92. Excess fluid supplied to device 92 is released as exhaust 100 through exhaust valve 102.
- As fluid from main reservoir 84 is depleted main reservoir 84 is recharged with fluid from pressurized fluid source 86.
- FIG 5 is a schematic diagram of a system 104 for generating electrical power from a pressurized fluid system 106 using an auxiliary reservoir 108 and excess pressurized fluid released from a pressurized fluid driven device 110.
- pressurized fluid system 106 is a compressed air braking system used in a rail car.
- Components in system 104 identical to components of system 10 (shown in Figure 1 ) are identified in system 104 using the same reference numerals as used in Figure 1.
- Pressurized fluid system 106 includes a pressurized fluid source 112 that supplies pressurized fluid to a main reservoir 114.
- a charging choke and check valve 116 and a quick release valve 118 In line between pressurized fluid source 112 and main reservoir 114 is a charging choke and check valve 116 and a quick release valve 118, which control the flow of fluid to main reservoir 114.
- Main reservoir 114 supplies pressurized fluid through a supply valve 120 to pressurized fluid driven device 110, for example a railcar brake cylinder. Excess pressurized fluid not used by device 1 10 is released as exhaust 122.
- An exhaust valve 124 controls the flow of exhaust 122.
- a diverter 126 diverts exhaust 122 so that exhaust 122 is used to charge auxiliary reservoir 108, which supplies pressurized fluid, controlled by input valve 16, to fluid motor 12 of system 104.
- Input valve 16 is regulated by control 128.
- pressurized fluid source 112 supplies fluid to auxiliary reservoir 108.
- auxiliary reservoir 108 is depleted auxiliary reservoir 108 is recharged with fluid from exhaust 122, or if exhaust 122 is insufficient, with fluid from pressurized fluid source 112.
- FIG. 6 shows a system 200 for generating electrical power from a pressurized fluid source.
- System 200 is configured to provide energy to the load immediately upon startup without waiting for energy storage device 32 to fully charge, and to allow most of the stored energy to be extracted from energy storage device 32 before energy storage device 32 is recharged.
- a normally closed input valve 16 controls a pressurized fluid supply 202 that supplies fluid to fluid motor 12, which in turn drives electrical generator 18.
- the AC output of generator 18 is rectified to produce a DC bus, e.g. a +14 volt DC bus, supplying voltage to a DC/DC step down buck converter 210 and a bi-directional DC/DC converter 214.
- Converter e.g. a +14 volt DC bus
- 210 converts the voltage to a final utilization voltage, e.g. +5 Vdc, which is supplied to a load.
- a final utilization voltage e.g. +5 Vdc
- bi- directional converter 214 charges an energy storage device 32.
- energy storage device is an ultracapacitor.
- Converter 214 operates as a step down buck converter to charge energy storage device 32, and as a step up boost converter during discharge of energy storage device 32.
- the amount of charging power is set to regulate the DC bus to a constant value, e.g. near +14 volts, which is assumed to be near the peak power of generator 18.
- bus voltage is sensed by a voltage divider 218 and compared to a reference voltage, V ref .
- power charging energy storage device 32 is automatically controlled such that the total power output of generator 18 is approximately the value that causes fluid motor 12 to run near its maximum power operating point.
- Energy storage device 32 is charged until it reaches a predetermined maximum voltage. Once energy storage device 32 is charged fluid valve 16 is turned off to interrupt the flow of fluid to fluid motor 12. Power is then supplied to the load by operating converter 214 as a boost regulator to extract power from energy storage device 32 by stepping up the voltage to the bus level, e.g. +14 volts. Converter 210 then steps the voltage down to the load level, e.g. +5 volts. It should be noted that boost operation of converter 214 is not necessary until energy storage device 32 discharges below the output voltage, e.g. +5 Vdc. Therefore, until the voltage level of energy storage device 32 falls below the level needed by the load, voltage is discharged directly by an output switching regulator (not shown) and converter 214 is not used.
- energy storage device 32 can be discharged to near zero, allowing most of the stored energy to be extracted thereby allowing for minimized size of energy storage device 32.
- input valve 16 is not turned off to interrupt fluid flow to fluid motor 12 when energy storage device 32 is fully charged. Instead, when energy storage device 32 is charged to the upper level, clamping circuit 222 limits the voltage and dissipates the extra power being delivered by generator 18. Therefore, the fluid supply to fluid motor 12 is not interrupted and voltage is continuously supplied to energy storage device 32.
- clamping circuit 222 is a Zener diode.
- Figure 7 is a schematic diagram of a system 250 for generating electrical power using pressurized fluid supplied from a pressurized fluid system 252 that includes a controller 254 for selecting the source of pressurized fluid.
- pressurized fluid system 252 supplies pressurized fluid to a pressurized fluid driven system 256.
- System 252 includes, as sources of pressurized fluid, a main reservoir 258, an auxiliary reservoir 262, and a fluid transport pipe 266. Additionally, system 252 includes a fluid transport pipe sensor 270, a main reservoir sensor 274, an exhaust sensor 278, and a auxiliary reservoir sensor 282 that monitor the pressures of transport pipe 266, main reservoir 258, system 256, and auxiliary reservoir 262 respectively.
- Controller 254 selects the most appropriate source of pressurized fluid based on the operating mode of system 252 and the pressures sensed by sensors 270, 274, 278, and 282. In one embodiment controller 254 is an application running on a microprocessor. In another embodiment controller 254 is a device capable of monitoring sensors 270, 274, 278, and 282, and controlling the flow of pressurized fluid in system 252.
- Controller 254 recognizes the mode and uses fluid from the pressurized fluid source that is less important for the given operating mode to supply pressurized fluid for generating electrical power.
- controller 254 controls the fluid communications for a given mode to provide the most available pressure for electrical power generation without adversely impacting the operation of system 252.
- system 250 is used on a rail car
- system 252 is a compressed air braking system used by the rail car
- fluid transport pipe 266 is a brake pipe
- transport pipe sensor 270 is a brake pipe sensor
- pressurized fluid driven system 256 is a brake cylinder.
- system 250 uses controller 254 to select the most appropriate source of air pressure based on the operating mode of system 252.
- At least three general volumes will have air pressures that are useful for generating electrical power.
- the three general volumes are brake pipe 266, main reservoir 258, and brake cylinder 256.
- an auxiliary reservoir 262 is provided as a fourth volume.
- Sensors 270, 274, 278, and 282 monitor the pressures in the four volumes and provide the pressures to controller 254. Through the course of brake operations these four pressures vary with respect to one another with varying levels of importance for proper brake operation in a given operating mode. Controller recognizes the mode and uses air from the volume that is less important for the given mode to supply pneumatic pressure for generating electrical power.
- the operating mode is an initial charging mode.
- at least one locomotive (not shown) is supplying air to brake pipe 266.
- the air pressures in brake pipe 266 and main reservoir 258 are rising as air from brake pipe 266 passes through a charging choke/check valve 284 to fill main reservoir 258.
- the pressure in brake cylinder 256 is zero and cannot be used as a source of compressed air for generating electrical power.
- Controller 254 opens a main reservoir valve 288 so that air from main reservoir 258 is available to input valve 16.
- controller 254 opens an auxiliary reservoir valve 292 to fill auxiliary reservoir 262.
- auxiliary reservoir 262 is available to be used during other operating modes when the pressure in other volumes is important for brake operations and therefore restricted.
- a train service brake application mode is initiated when the pressure in brake pipe 266 is reduced due to the application of brake cylinder 256.
- System 252 uses air from main reservoir 258 to fill brake cylinder 256 by operating a supply valve 296.
- the pressure in main reservoir 258 becomes more important for brake application and is no longer recharged with air from brake pipe 266.
- the pressure in main reservoir 258 is retained for a possible further brake application, therefore controller 254 does not open main reservoir valve 288 to provide air for electrical power generation. Instead, controller 254 opens a brake pipe valve 300 to provide air to input valve 16.
- Input valve 16 controls air flow provided to air motor 12, and control 304 regulates input valve 16.
- a choke 308 prevents excessive amounts of air from being drawn from the brake pipe 266, which would cause an unintended pressure reduction.
- the operating mode is an emergency brake application mode.
- an emergency brake application mode the pressure in brake pipe 266 drops to zero and cannot be used to supply air for electrical power generation.
- Controller 254 recognizes this mode and keeps brake pipe valve 300 closed while opening auxiliary reservoir valve 292 to provide air for electrical power generation.
- the operating mode is a release from a brake application mode.
- pressure in brake pipe 266 rises.
- Controller 254 operates an exhaust valve 312 to release the pressure in brake cylinder 256.
- Controller 254 determines the pressure in the auxiliary reservoir 255 and if this pressure is less than the air pressure in brake cylinder 256, controller 254 opens auxiliary reservoir valve 292 to provide air to auxiliary reservoir 262.
- controller 254 closes auxiliary reservoir valve 292. Therefore, compressed air from brake cylinder 256 is supplied to air motor 12 through input valve 16. If input valve 16 is closed controller 254 opens diverter valve 316 to vent the exhaust of brake cylinder 256.
- the present invention provides a system that uses pressurized fluid to supply power to a generator, which generates power supplied to a load and to an energy storage device. Excess energy not used by the load is stored in an energy storage device, which provides power to the load when the pressurized fluid supply is discontinued.
Abstract
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CA2385042A CA2385042C (en) | 1999-09-14 | 2000-09-14 | Methods and system for generating electrical power from a pressurized fluid source |
BR0013976-9A BR0013976A (en) | 1999-09-14 | 2000-09-14 | Method for providing electricity to a load using a pressurized fluid system, and, system for using pressurized fluid to provide electricity to a load |
AU73791/00A AU760415B2 (en) | 1999-09-14 | 2000-09-14 | Methods and system for generating electrical power from a pressurized fluid source |
MXPA02002892A MXPA02002892A (en) | 1999-09-14 | 2000-09-14 | Methods and system for generating electrical power from a pressurized fluid source. |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US15377299P | 1999-09-14 | 1999-09-14 | |
US60/153,772 | 1999-09-14 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2001020770A1 true WO2001020770A1 (en) | 2001-03-22 |
Family
ID=22548684
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/US2000/025137 WO2001020770A1 (en) | 1999-09-14 | 2000-09-14 | Methods and system for generating electrical power from a pressurized fluid source |
Country Status (5)
Country | Link |
---|---|
AU (1) | AU760415B2 (en) |
BR (1) | BR0013976A (en) |
CA (1) | CA2385042C (en) |
MX (1) | MXPA02002892A (en) |
WO (1) | WO2001020770A1 (en) |
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2003106828A2 (en) * | 2002-06-18 | 2003-12-24 | Ingersoll-Rand Energy Systems Corporation | Microturbine engine system |
WO2004109892A3 (en) * | 2003-06-02 | 2005-07-28 | Magnetic Applic Inc | Controller for permanent magnet alternator |
US8018108B2 (en) | 2008-02-07 | 2011-09-13 | Magnetic Applications, Inc. | Compact high power alternator |
US8093772B2 (en) | 2006-02-02 | 2012-01-10 | Magnetic Applications, Inc. | Controller for AC generator |
US8207642B2 (en) | 2003-07-10 | 2012-06-26 | Magnetic Applications Inc. | Compact high power alternator |
US9979338B2 (en) | 2015-06-30 | 2018-05-22 | Cnh Industrial America Llc | Alternator control system for a planter |
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FR2346176A1 (en) * | 1975-10-31 | 1977-10-28 | Milleret Michel | Vehicle braking energy recovery system - has hydraulic or pneumatic recuperator supplying fluid to motor which drives generator |
EP0584373A1 (en) * | 1992-03-06 | 1994-03-02 | Hino Jidosha Kogyo Kabushiki Kaisha | Braking and auxiliary power apparatus of internal combustion engine |
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-
2000
- 2000-09-14 WO PCT/US2000/025137 patent/WO2001020770A1/en active IP Right Grant
- 2000-09-14 CA CA2385042A patent/CA2385042C/en not_active Expired - Fee Related
- 2000-09-14 AU AU73791/00A patent/AU760415B2/en not_active Ceased
- 2000-09-14 MX MXPA02002892A patent/MXPA02002892A/en active IP Right Grant
- 2000-09-14 BR BR0013976-9A patent/BR0013976A/en not_active Application Discontinuation
Patent Citations (5)
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FR2346176A1 (en) * | 1975-10-31 | 1977-10-28 | Milleret Michel | Vehicle braking energy recovery system - has hydraulic or pneumatic recuperator supplying fluid to motor which drives generator |
EP0584373A1 (en) * | 1992-03-06 | 1994-03-02 | Hino Jidosha Kogyo Kabushiki Kaisha | Braking and auxiliary power apparatus of internal combustion engine |
US5438502A (en) * | 1992-12-22 | 1995-08-01 | Rozman; Gregory I. | VSCF system with voltage estimation |
US5489765A (en) * | 1993-12-06 | 1996-02-06 | Fezza; Bernard F. | Electrical heating system with air-driven electrical generator |
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JACOBINA C B ET AL: "INDUCTION GENERATOR STATIC SYSTEMS WITH A REDUCED NUMBER OF COMPONENTS", CONFERENCE RECORD OF THE IEEE INDUSTRY APPLICATIONS CONFERENCE ANNUAL MEETING (IAS),US,NEW YORK, IEEE, vol. MEEETING 31, 6 October 1996 (1996-10-06), pages 432 - 439, XP000691665, ISBN: 0-7803-3545-7 * |
Cited By (9)
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WO2003106828A2 (en) * | 2002-06-18 | 2003-12-24 | Ingersoll-Rand Energy Systems Corporation | Microturbine engine system |
WO2003106828A3 (en) * | 2002-06-18 | 2004-06-03 | Ingersoll Rand Energy Systems | Microturbine engine system |
US7078825B2 (en) | 2002-06-18 | 2006-07-18 | Ingersoll-Rand Energy Systems Corp. | Microturbine engine system having stand-alone and grid-parallel operating modes |
WO2004109892A3 (en) * | 2003-06-02 | 2005-07-28 | Magnetic Applic Inc | Controller for permanent magnet alternator |
US7176658B2 (en) | 2003-06-02 | 2007-02-13 | Magnetic Applications Inc. | Controller for permanent magnet alternator |
US8207642B2 (en) | 2003-07-10 | 2012-06-26 | Magnetic Applications Inc. | Compact high power alternator |
US8093772B2 (en) | 2006-02-02 | 2012-01-10 | Magnetic Applications, Inc. | Controller for AC generator |
US8018108B2 (en) | 2008-02-07 | 2011-09-13 | Magnetic Applications, Inc. | Compact high power alternator |
US9979338B2 (en) | 2015-06-30 | 2018-05-22 | Cnh Industrial America Llc | Alternator control system for a planter |
Also Published As
Publication number | Publication date |
---|---|
AU760415B2 (en) | 2003-05-15 |
CA2385042A1 (en) | 2001-03-22 |
CA2385042C (en) | 2010-04-06 |
MXPA02002892A (en) | 2003-10-14 |
BR0013976A (en) | 2002-05-07 |
AU7379100A (en) | 2001-04-17 |
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