RAILROAD ENERGY DELIVERY SYSTEM

Provided herein is an energy delivery system for transporting electrical energy from an electrical energy generation facility to an electrical energy consumption facility via rail. The energy delivery system can comprise a train comprising at least one rail car loaded with a battery system. The battery system can comprise an energy transfer interface for receiving energy from the energy generation facility when the train is located at the energy generation facility for charging batteries of the battery system and for transferring energy stored by the battery system to the energy consumption facility when the train is located at the energy consumption facility. The energy transfer interface can be configured to receive energy from a corresponding energy transfer interface mounted to a retractable arm system of the energy generation facility and to transfer energy to a corresponding energy transfer interface mounted to a retractable arm system of the energy consumption facility.

FIELD OF THE DISCLOSURE

The present disclosure relates generally to an energy delivery system, and more specifically to an energy delivery system for delivering electrical energy from an energy generation facility to an energy consumption facility via rail cars of a train.

BACKGROUND OF THE DISCLOSURE

Additional energy generation sources are required to meet the increased demand for energy. As many newer energy generation facilities are generally located in remote areas, it is necessary to transport energy from those remote areas to more densely populated areas in need of energy. One method of transporting this energy is to run electrical lines to an electrical grid, but this presents various issues. For example, the majority of the United States electrical grid was built more than 30 years ago, and has received only incremental investment since. Connecting new energy generation facilities to the existing electrical grid also requires navigating a bureaucratic interconnection process and often a decade of time to obtain permits to construct new electrical transmission lines and supporting electrical infrastructure.

In current energy generation facilities, energy is generated and nearly instantaneously transmitted to an electrical grid to be consumed by customers. When excess energy is generated, it flows to either energy storage receptacles or to the electrical grid. When not enough storage receptacles are available, the excess energy that flows to the electrical grid can damage the electrical grid. One solution is to construct more energy storage facilities. However, new storage facilities cannot easily be constructed in populated regions, where energy is needed, as energy storage facilities require significant space and would render nearby areas undesirable. Moreover, constructing new energy storage facilities similarly requires following the protracted and complex permitting processes described above.

Accordingly, there exists a need for systems that can receive excess energy from existing energy generation facilities and transport that energy to other locations in need of energy, and for receiving energy from new energy generation facilities without constructing new electrical infrastructure.

SUMMARY OF THE DISCLOSURE

Described herein are systems and methods for delivering energy from an energy generation facility to an energy consumption facility that is remote from the energy generation facility via train. Batteries on rail cars of a train can be charged at the energy generation facility and then the train with its charged batteries can move via rail to the energy consumption facility for supplying energy to the energy consumption facility. The rail cars can be configured for quick and easy charging and discharging of the batteries without the batteries having to be moved off the rail cars, via such methods as a wireless energy transfer system, pantograph, third rail, crane system, or a retractable arm system.

According to some embodiments, an energy delivery system can utilize shipping containers outfitted with the batteries and related electrical equipment for charging, discharging, and storing energy that can easily be mounted to well cars and transported via a train utilizing existing railroad tracks that already extend from remote areas to populated areas. Accordingly, the energy delivery system can avoid the protracted permitting processes and huge capital investment associated with constructing new electrical infrastructure. The energy delivery systems can mitigate issues with using the existing electrical grid or overloading electrical transmission lines by transporting energy to where it is needed. Moreover, by utilizing shipping containers for storing energy, which can be stacked to take up a relatively small footprint, the energy delivery system requires little space and could be parked in a variety of locations such as empty parking areas, vacant lots, gravel fields, etc. that are in close proximity to facilities requiring energy.

In one or more examples, an energy delivery system for transporting electrical energy from an electrical energy generation facility to an electrical energy consumption facility via rail comprises: a train comprising at least one rail car loaded with at least one battery system, the at least one battery system comprising at least one energy transfer interface for receiving energy from an energy generation facility when the train is located at the energy generation facility for charging batteries of the at least one battery system and for transferring energy stored by the at least one battery system to the energy consumption facility when the train is located at the energy consumption facility, wherein the energy transfer interface is configured to receive energy from a corresponding energy transfer interface mounted to a retractable arm system of the energy generation facility and to transfer energy to a corresponding energy transfer interface mounted to a retractable arm system of the energy consumption facility.

The retractable arm system of the energy generation facility can comprises one or more sensors and a controller configured to: receive information from the one or more sensors associated with a position of the energy transfer interface of the at least one rail car, and align the energy transfer interface of the energy generation facility with the energy transfer interface of the at least one rail car via the retractable arm system based on the received information. Optionally, the controller can be configured to move the energy transfer interface of the energy generation facility vertically to align with the energy transfer interface of the at least one rail car. In one or more examples, the controller can be configured to move the energy transfer interface of the energy generation facility horizontally to align with the energy transfer interface of the at least one rail car. In one or more examples, the controller can be configured to: locate the energy transfer interface of a second rail car via the one or more sensors, and align the energy transfer interface of the energy generation facility with the energy transfer interface of the second rail car via the retractable arm system.

In one or more examples, the energy transfer interface of the at least one rail car can be configured to receive energy in a contactless manner from the corresponding energy transfer interface of the energy generation facility. Optionally, the energy transfer interface of the at least one rail car can include at least one inductive coil. The inductive coil can be positioned to inductively couple with an inductive coil of the corresponding energy transfer interface of the energy generation facility to transfer energy in a contactless manner.

In one or more examples, the energy transfer interface of the at least one rail car is configured to receive energy upon contacting the corresponding energy transfer interface of the energy generation facility. In one or more examples, the energy transfer interface of the at least one rail car includes a contact shoe. The contact shoe can be positioned to contact a contact plate of the corresponding energy transfer interface of the energy generation facility to transfer energy.

In one or more examples, at least one rail car of the train comprises a well car loaded with one or more intermodal containers that house the batteries. The at least one well car can comprise a first intermodal container stacked on top of a second intermodal container.

Optionally, a battery system of a first rail car can be electrically connected to a battery system of a second rail car such that energy can be transmitted between the two rail cars. In one or more examples, the first rail car does not have an energy transfer interface. Optionally, one or more of the rail cars can comprise a controller that controls energy flow to and/or from the rail car.

In one or more examples, a method for transporting electrical energy from an electrical energy generation facility to an electrical energy consumption facility via rail comprises: positioning a train comprising at least one rail car loaded with at least one battery system and at least one energy transfer interface proximate to an energy generation facility, aligning an energy transfer interface of the energy generation facility with the energy transfer interface of at least one rail car via a retractable arm system of the energy generation facility, charging batteries of the at least one battery system with energy transferred from the energy generation facility to the at least one battery system via the energy transfer interfaces, relocating the train via one or more rail lines to an energy consumption facility that is remote from the energy generation facility, aligning an energy transfer interface of the energy consumption facility with the energy transfer interface of the at least one rail car via a retractable arm system of the energy consumption facility, and transferring energy from the batteries of the at least one battery system to the energy consumption facility via the energy transfer interfaces.

Aligning the energy transfer interface of the energy generation facility with the energy transfer interface of the at least one rail car can comprise: receiving information from one or more sensors of the retractable arm system of the energy generation facility corresponding to a position of the energy transfer interface of the at least one rail car, and aligning the energy transfer interface of the energy generation facility with the energy transfer interface of the at least one rail car via a controller of the retractable arm system based on the received information. In one or more examples, aligning the energy transfer interface of the energy generation facility with the energy transfer interface of the at least one rail can comprise moving the energy transfer interface of the energy generation facility vertically via the controller of the retractable arm system. Optionally, aligning the energy transfer interface of the energy generation facility with the energy transfer interface of the at least one rail can comprise moving the energy transfer interface of the energy generation facility horizontally via the controller of the retractable arm system. In one or more examples, the method can comprise: locating the energy transfer interface of a second rail car via the one or more sensors of the retractable arm system of the energy generation facility, and aligning the energy transfer interface of the energy generation facility with the energy transfer interface of the second rail car via the controller of the retractable arm system.

In one or more examples, the energy transfer interface of the at least one rail car is configured to receive energy from the corresponding energy transfer interface of the energy generation facility in a contactless manner. Optionally, the energy transfer interface of the at least one rail car can include at least one inductive coil. Aligning the energy transfer interface of the energy generation facility with the energy transfer interface of at least one rail car can comprise positioning the inductive coil of the at least one rail car to inductively couple with an inductive coil of the corresponding energy transfer interface of the energy generation facility to transfer energy in a contactless manner. Optionally, aligning the energy transfer interface of the energy generation facility with the energy transfer interface of at least one rail car comprises positioning the inductive coil of the at least one rail car within a predefined distance from the inductive coil of the corresponding energy transfer interface of the energy generation facility. The predefined distance can be 5 mm, 20 mm, 100 mm, 300 mm, or 500 mm.

In one or more examples, the energy transfer interface of the at least one rail car is configured to receive energy upon contacting the corresponding energy transfer interface of the energy generation facility. Optionally, the energy transfer interface of the at least one rail car can include a contact shoe. Aligning the energy transfer interface of the energy generation facility with the energy transfer interface of at least one rail car can comprise positioning the contact of the at least one rail car to contact a contact plate of the corresponding energy transfer interface of the energy generation facility to transfer energy.

In one or more examples, the method can comprise relocating the train at the energy generation facility after the batteries have been at least partially discharged. Optionally, a first battery system of a first rail car can comprise the energy transfer interface and be electrically connected to a second battery system of a second rail car that does not have an energy transfer interface.

In one or more examples, at least one rail car of the train can comprise a well car loaded with one or more intermodal containers that house the batteries. The at least one well car can comprise a first intermodal container stacked on top of a second intermodal container.

In one or more examples, the train can be moved via one or more locomotives that are powered independently of energy stored by the at least one battery system. Optionally, the train can be moved via one or more locomotives that are powered via energy stored by the at least one battery system.

It will be appreciated that any of the variations, aspects, features, and options described in view of the systems apply equally to the methods and vice versa. It will also be clear that any one or more of the above variations, aspects, features, and options can be combined.

DETAILED DESCRIPTION OF THE DISCLOSURE

In the following description of the various examples, reference is made to the accompanying drawings, in which are shown, by way of illustration, specific examples that can be practiced. The description is presented to enable one of ordinary skill in the art to make and use the invention and is provided in the context of a patent application and its requirements. Various modifications to the described examples will be readily apparent to those persons skilled in the art and the generic principles herein may be applied to other examples. Thus, the present invention is not intended to be limited to the examples shown but is to be accorded the widest scope consistent with the principles and features described herein.

Described herein are systems and methods for delivering energy from an energy generation facility to an energy consumer (often referred to herein as an energy consumption facility) that is remote from the energy generation facility via train. One or more rail cars of a train can be loaded with one or more battery systems comprising batteries that can be charged at an energy generation facility and discharged at an energy consumer and pulled by a train locomotive between the two. The energy generation facility, energy consumer, and battery systems include corresponding components of an energy transfer system for transferring energy between the battery systems loaded on the rail car(s) and the energy generation/consumption facilities. The energy transfer system can be configured to automatically interface the battery systems with the facilities without requiring manual connection.

One or more of the rail car-based battery systems include an energy transfer interface for receiving energy from the energy generation facility and transferring energy to the energy consumer. The energy generation facility includes a corresponding energy transfer interface for transferring energy to the interface of the rail car, and the energy consumption facility also includes a corresponding energy transfer interface for receiving energy from the battery system(s) of the rail car(s). Various types of energy transfer interfaces can be used, including contactless interfaces, pantograph interfaces, third rail interfaces, contact shoe/contact plate interfaces, etc.

According to some embodiments, the energy transfer system is a wireless energy transfer system for transferring energy wirelessly between the battery system(s) and the energy generation/consumption facilities. A wireless energy interface can include inductive coils for transferring energy. The battery system(s), energy generation facility, and energy consumer can each include inductive energy transfer interfaces for inductively transferring energy between the interfaces.

According to some embodiments, the energy transfer system comprises a pantograph system. The battery system includes a pantograph configured to contact conductive wiring suspended over the tracks at the energy generation facility and energy consumer. When the train pulls the rail cars into the energy generation facility and the energy consumer, the pantograph(s) of the battery system(s) can automatically engage the wiring for transferring energy to or from the battery system.

In some embodiments, the energy transfer system comprises a third rail system. One or more of the battery systems include a contactor that contacts a third rail of the tracks to transfer energy from/to the energy generation/consumption facility via the third rail.

In some embodiments, the energy transfer system comprises a crane system. The crane system can include sensors to sense the location of energy transfer interfaces of rail cars of the train and a controller to align a corresponding energy transfer system of the energy generation facility (or energy consumption facility) with the energy transfer interfaces of the rail cars to charge/discharge the batteries of the rail cars. The crane system can be configured to align a variety of energy transfer interfaces, such as a contactless or a contact interface system.

In some embodiments, the energy transfer system comprises a retractable arm system. The retractable arm system can include sensors to sense the location of energy transfer interfaces of rail cars of the train and a controller to align a corresponding energy transfer system of the energy generation facility (or energy consumption facility) with the energy transfer interfaces of the rail cars to charge/discharge the batteries of the rail cars. The retractable arm system can be configured to align a variety of energy transfer interfaces, such as a contactless or a contact interface system.

According to various embodiments, a train pulling one or more rail cars loaded with one or more battery systems pulls into an energy generation facility and positions the rail cars such that the energy transfer interface(s) of the one or more battery systems is aligned with the energy transfer interface(s) of the energy generation facility. Optionally, sensors and a controller can be utilized to align the energy transfer interface(s) of the energy generation facility with the energy transfer interface(s) of the one or more battery systems. Energy from the energy generation facility is then transferred to the batteries of the one or more battery systems. After the batteries are sufficiently charged, the train is driven along via railroad tracks to an energy consumption facility that is remote from the energy generation facility. The train pulls the rail car(s) into a position such that the energy transfer interface(s) of the one or more battery systems is aligned with the energy transfer interface(s) of the energy consumption facility. Energy can then transfer to the energy consumption facility as needed. When the batteries have been depleted, the rail cars can be returned to an energy generation facility for recharging. In some embodiments, a different set of railcars having charged batteries can be pulled into the energy consumption facility to continue to supply energy to the facility.

FIG.1shows an exemplary energy delivery system100, according to one or more examples of the present disclosure. The energy delivery system100can include an energy generation system101, an energy consumption system102located remotely from the energy generation system101, and a train comprising one or more rail cars120that have battery systems126for storing energy. In one or more examples, the one or more rail cars120can be connected to one another and connected to one or more locomotives150for moving the one or more rail cars120between the energy generation system101to the energy consumption system102via railroad tracks. Thus, energy can be delivered to remotely located energy consumers without requiring interconnection by an energy grid. In some embodiments, the one or more locomotives that move the rail cars are independently energized (i.e., not energized by the energy stored by the battery systems). In some embodiments, energy from the battery systems at least partially powers one or more locomotives that pull the rail cars.

The energy generation system101can include one or more energy generators103, a controller107, and one or more energy transfer interfaces109. As shown inFIG.1, arrows111connect the energy generators103to the transfer switch105, controller107, and the energy transfer interface109. These arrows111can represent electrical conductors or electrical transmission lines to convey electrical energy. When the energy generation system101does not include the transfer switch105, the energy generators103can be connected to the controller107directly. In one or more examples, electrical energy flows as indicated by the arrows111from the energy generators103to the controller107(or first to the transfer switch105and then to the controller107if the transfer switch105is present) and then to the energy transfer interface109.

In one or more examples, the energy generation system101is isolated from a utility grid system or other local electrical load. For example, the energy generation system101can be configured only to generate electricity to be transported to an energy consumption facility that is remote from the energy generation system101via a mobile transport system such as the rail car(s)120.

Alternatively, the energy generation system101can be electrically connected to a utility grid or other local electrical load. For instance, the electrical generation system101can be configured to provide energy to an existing electrical utility grid. To divert this electricity to the rail car(s)120, the electrical generation system101can incorporate a transfer switch105. The transfer switch105can selectively route the energy generated via the energy generators103to the rail car(s)120of a train. For example, the transfer switch105can route 100% of the energy to the rail cars120. In one or more examples, the transfer switch105routes less than 100% of the energy to the rail cars120. For instance, the transfer switch105can route less than 80%, less than 50%, or less than 30% of the energy to the rail cars120. Optionally, the transfer switch105may only route energy to rail cars120during certain periods.

The energy generator103can include any type of energy generator capable of generating electrical energy. For instance, the energy generators103can include intermittent renewable energy generation facilities such as photovoltaic solar array farms, solar thermal facilities, wind turbine farms, etc., that intermittently generate electricity, such as only when there are solar arrays or wind to utilize. The energy generators103can include other renewable energy generation facilities such as hydroelectric dams, geothermal plants, organic bioenergy/biomass generation facilities, utility scale battery energy storage farms, nuclear energy facilities, etc. The energy generators103can include coal or gasoline-based energy generation facilities. In one or more examples, the energy generator103can include a utility substation or large utility electrical service drop. Optionally, when the energy generator103includes one or more of a utility substation and a large utility electrical service drop, the energy generators103can be used to charge batteries of the rail cars120only during hours when energy is less expensive and more widely available from renewable green energy sources such as wind farms and solar arrays.

The controller107conducts electrical energy and distributes that electrical energy to the energy transfer interface109. The controller107can include an energy busbar for conducting electrical energy. The controller107can include a disconnect that enables the controller107to act as an on/off switch to selectively supply the electrical energy to the energy transfer interface109. In the on configuration, the controller107flows energy to the energy transfer interface109. In the off configuration, the controller107prevents energy from flowing to the energy transfer interface109.

The energy transfer interface109receives electrical energy from the controller107and transfers that electrical energy to an energy transfer interface122of a rail car120. The energy transfer interface109can be a static non-mobile device that is affixed in a permanent location proximate to the energy generators103. Optionally, the energy transfer interface109is a mobile device that can be moved to a given rail car120as needed, such as in response to the rail cars120arriving at the facility or to move from a rail car that has completed charging to a rail car needing charging. In one or more examples, the energy transfer interface109can be capable of both transmitting and receiving energy.

The energy transfer interface109can correspond to the type of energy transfer interface122of the rail car120. For instance, the energy transfer interface122can be a contactless energy transfer interface and the energy transfer interface109can be a corresponding contactless energy transfer interface that receives energy from the energy transfer interface109. The energy transfer interface122can be a pantograph and the energy transfer interface109can be a conductive wire that the pantograph is configured to contact. The energy transfer interface122can be a contactor and the energy transfer interface109can be a third rail or a mating contactor, such as a contact plate.

The energy consumption system102can include one or more energy transfer interfaces110, a controller108, and energy consumers104. As shown inFIG.1, arrows114connect the energy transfer interface110, controller108, and the energy consumers104. In one or more examples, energy flows as indicated by the arrows114from the energy transfer interface110to the controller108and then to the energy consumers104. Optionally, the energy consumption system102can include a transfer switch for selectively routing electrical energy.

The energy transfer interface110receives electrical energy from an energy transfer interface122of a rail car120and transmits that electrical energy to the controller108. The energy transfer interface110can be a static non-mobile device that is affixed in a permanent location proximate to the energy consumers104. Optionally, the energy transfer interface110is a mobile device that can be moved to a given rail car120as needed, such as in response to the rail cars120arriving at the facility or to move from a rail car that has completed discharging to a rail car needing discharging. In one or more examples, the energy transfer interface110can be an energy transfer interface that is capable of both transmitting and receiving energy.

The controller108controls the transfer of energy via the energy transfer interface110to the energy consumer104. Similar to the controller107above, the controller108can include an energy busbar for conducting electrical energy. The controller108can include a disconnect that enables the controller108to act as an on/off switch to selectively supply electrical energy to the energy consumer104. When in the energy transfer operational configuration, the controller108enables flow of energy to the energy consumers104. When in the off configuration, the controller108prevents energy from flowing to the energy consumer104.

The energy consumers104can include any facility or infrastructure configured to consume, transmit, or store electrical energy. For example, the energy consumers104can include a utility grid that supplies energy to a number of energy consumers such as individual homes, a manufacturing facility, an energy storage system, etc.

The rail car120can include one or more energy transfer interfaces122and one or more battery systems126. The energy transfer interface122of the rail car120can receive energy from the energy generation system101and transmit energy to the energy consumption system102. In one or more examples, the energy transfer interface122is one of a contactless interface, a pantograph, or a contact shoe that receives energy from a third rail or a contact plate. The battery system126of the rail car120can include one or more battery storage banks to store the energy received from the energy generation system101until the energy is transmitted to the energy consumption system102. In one or more examples, the energy transfer interface122includes one or more inductive coils, and the battery system(s) may be configured to convert from the direct current (DC) of the batteries to alternating current (AC).

In one or more examples, the energy delivery system100can include a large number of rail cars120, such as more than 10, more than 20, more than 30, more than 50, more than 100, or more than 200 rail cars120, each loaded with one or more battery systems126. Each rail car120in the energy delivery system100can include an energy transfer interface122, such that each rail car120charges the battery system126of that rail car120.

In one or more examples, the energy delivery system100can include a plurality of rail cars120but not every rail car120has an energy transfer interface122. In such example, the rail cars120without an energy transfer interface122can be electrically connected to a rail car120that includes an energy transfer interface122. The rail car(s)120that include an energy transfer interface122that can receive electricity from the energy generation system101and then flow that electricity into the one or more rail cars120without an energy transfer interface to charge/discharge the battery system(s)126of those rail cars120. Beneficially, such configuration reduces the number of connection points between the energy transfer interface109of the energy generation system101and the rail cars120.

Optionally, each rail car120has an energy transfer interface122, but the energy transfer interfaces122can be toggled on or off such that only certain energy transfer interfaces122are used to transfer energy. For instance, only the energy transfer interfaces122of the rail cars120that are positioned such that the energy transfer interface122aligns with an energy transfer interface109or an energy transfer interface110will be toggled on, with all other energy transfer interfaces122that are not aligned with an energy transfer interface109or an energy transfer interface110toggled off. When discharging the battery systems126of the rail cars120, the rail cars120with an energy transfer interface122that is not aligned with an energy transfer interface110can instead flow the energy stored in their battery system(s)126to a rail car120that is aligned with an energy transfer interface110. When charging the battery systems126of the rail cars120, the rail cars120with an energy transfer interface122that is not aligned with an energy transfer interface109will receive energy from a rail car120with an energy transfer interface122that is aligned with an energy transfer interface109.

An exemplary rail car220is shown inFIG.2. The rail car220can be used as the rail car120in the energy delivery system100to receive energy from an energy generation system and transmit that energy to an energy consumption system. The rail car220can include an energy transfer interface222and at least one container230loaded to a well car224that includes a plurality of railway wheels226that run on a railroad track228. The interface222can be located on top of the battery system housing (e.g., container230), such as for interfacing with corresponding interfaces of the facilities that are positioned above the tracks, or can be located at the bottom of the battery system housing, such as for contacting a third rail.

The well car224is sized to receive the containers230such that the containers230fit securely on the well car224. The railway wheels226can be standard railroad wheels compatible with existing railroad tracks228. The energy transfer interface222can be like the energy transfer interface122ofFIG.1. Optionally, the energy transfer interface222can be one of a contactless energy transfer interface configured to transfer energy wirelessly, a pantograph configured to interface with conductive wires, or a contact shoe configured to interface with a third rail or a contact plate.

Each of the containers230can be an intermodal container that is manufactured according to the specifications outlined by the International Organization for Standardization (ISO). Optionally, the containers230may be custom-designed with dimensions that are distinct from the ISO intermodal containers. As shown, the rail car220includes two stacked containers230. The top container230is secured to the bottom container230, such as via inter-box connectors (IBCs) or “twist locks.” The bottom container230may be secured to a fastening element of the well car224, such as via a bulkhead built into the well car224.

In one or more examples, the containers230may be climate-controlled and include automatic fire-suppression systems, ventilation, and/or modularization technology such that multiple containers can be connected via electrical transmission lines to flow energy between containers230. Each of the containers230can include a variety of electrical equipment for receiving, converting, directing, and/or storing electrical energy that is transmitted to and from the rail car220.

The electrical equipment of an exemplary rail car is shown inFIG.3, which shows a cut-away view of the rail car220ofFIG.2, according to one or more examples of the present disclosure. Stored within the containers230, the rail car220can include a number of controllers232, a bidirectional inverter subsystem234, and a number of storage banks236all connected by electrical transmission lines238.

The electrical transmission lines238conduct the electrical energy between the components of the rail car220. The electrical transmission lines238are bidirectional. For example, the electrical transmission lines238can conduct electrical energy from the energy transfer interface222to the storage banks236of one or both containers230, and conduct electrical energy in reverse from the storage banks to the energy transfer interface222.

The controllers232conduct electrical energy and distribute that electrical energy. As shown, the rail car220includes a first controller232that controls the electrical energy flow from the energy transfer interface222to the bidirectional inverter subsystem234(or vice versa), a second controller232that controls the electrical energy flow from the bidirectional inverter subsystem234to the storage bank236of the first container230or to the third controller232(or vice versa), and the third controller controls the electrical energy from the second controller232to the storage bank236of the second container230(or vice versa).

The bidirectional inverter subsystem234can convert electrical energy from alternating current (AC) to direct current (DC) and vice versa. If the rail car220receives AC electrical energy via the energy transfer interface222, the bidirectional inverter subsystem234converts the AC electrical energy into DC electrical energy.

The storage banks236(e.g., batteries) can store the electrical energy the rail car220receives. The storage banks236can only store DC electrical energy. Accordingly, any AC electrical energy the rail car220receives must be converted to DC electrical energy via the bidirectional inverter subsystem234. When the energy transfer interface222is configured only for transmitting and receiving AC electrical energy, the stored DC electrical energy must be converted back to AC electrical energy when the storage banks236are discharging their stored energy (such as at an energy consumption facility). Optionally, when charging/discharging, certain storage banks236can be toggled “on” such that they receive energy and certain storage banks236may be toggled “off” such that they do not receive energy. Toggling the storage banks236on or off can be controlled via one or more of the controllers232.

The energy transfer interface222of the rail car220serves to transfer energy to the batteries of rail car220(such as from an energy generator) and/or from the batteries of the rail car220(such as to an energy consumer). In one or more examples, energy can be transferred from the batteries of the rail car220without relying on interface222. For example, the rail car220can include one or more receptacles for receiving one or more power cords (e.g., different receptacles for different types of power cords) and transmit power via the power cords. Accordingly, the rail car220can deliver power to an area without fixed energy generation/consumption facilities, such as proximate to an area that has temporary energy consumption facilities (e.g., proximate to an area that experienced a natural disaster that requires temporary energy sources).

In one or more examples, the interface222is configured to interface with a corresponding energy transfer interface that remains proximate to the energy generation/consumption facility in order to charge/discharge the electrical energy of the rail car200. As noted above, the energy transfer interface222of the rail car220can be one of a variety of types of energy transfer interfaces to interface with a contactless system, a pantograph system, a third rail system, and a retractable arm system. These energy transfer interface types will be discussed in turn below. Optionally, the rail car220can include multiple energy transfer interfaces222of a different type. For example, the rail car220can include an interface222configured to interface with a wireless system and another interface222configured to interface with a pantograph system, third rail system and/or a retractable arm system. Any other combination is possible.

As shown inFIG.3, multiple rail cars, each loaded with battery systems can be connected to one another to form a train, which can be pulled by one or more locomotives. In some examples, an interface222is included for battery systems of each rail car. In other examples, there is no interface for battery systems of at least one rail car, and those battery systems are electrically connected via one or more inter-car connection line250to a battery system that does have an interface222(directly or via one or more battery systems of one or more other rail cars). This arrangement can reduce the number of energy transfer interfaces needed at the energy generation/consumption facilities.

FIG.4Ashows an exemplary wireless system400, according to one or more examples of the present disclosure. The wireless system400includes a rail car420that has a first energy transfer interface404, and a corresponding second energy transfer interface402mounted to a charging structure403. The rail car420can be configured as the rail car120ofFIG.1and/or the rail car220ofFIGS.2and3. In one or more examples, the wireless system400is a contactless system (e.g., configured to use wireless energy transfer interfaces to transfer energy).

The wireless system400can be located at an energy generation system and/or at an energy consumption system. For instance, an energy delivery system can include a first wireless system400proximate to an energy generation facility and a second wireless system400proximate to an energy consumption facility. A wireless system400proximate to an energy generation facility can be referred to as the “charging station” wherein electrical energy flows from the second energy transfer interface402of the charging structure403to the first energy transfer interface404of the rail car420. A wireless system400proximate to an energy consumption facility can be referred to as the “discharging station” wherein electrical energy flows from the first energy transfer interface404of the rail car420to the second energy transfer interface402of the charging structure403. Flowing electrical energy from the rail car420to the second energy transfer interface402located at the energy consumption facility can include discharging the stored energy from storage banks of the rail car420.

To charge/discharge rail cars420, the charging structure403can be positioned above a railroad track. The charging structure403can be sized to receive any suitable rail car, such as a box car or a well car with one or two containers. For instance, where the containers of the rail car420are ISO containers, the charging structure403can be elevated above a railroad track centerline above the track such that rail cars with one or two stacked ISO containers can move freely underneath the charging structure403. The charging structure403can be permanently affixed above the railroad tracks at each charging/discharging station. Optionally, rather than located above the rail car420, the charging structure403can instead be located along one of the sides of the rail car420, or beneath the rail car420.

Optionally, the charging/discharging station can include a crane system to charge/discharge batteries of the rail cars420.FIG.4Bshows an exemplary crane system401, according to one or more examples of the present disclosure. The crane system401includes a movable crane405that holds the second energy transfer interface402. The crane405can be located proximate a railroad track and configured to lift the second energy transfer interface402such that it engages with the first energy transfer interface404of the rail car420. In one or more examples, the crane system401is a contactless system (e.g., configured to use wireless energy transfer interfaces to transfer energy). Optionally, the crane system401can be a contact system (e.g., configured to use contact between corresponding energy transfer interfaces to transfer energy).

The crane system401can include one or more actuators407for moving crane405to a desired location and a controller410for controlling the actuator407to move the crane405. The controller410can received signals from one or more sensors409that can detect a location of the energy transfer interface404of the rail car420. The controller410can receive the information from the sensors409and control the crane405to move the second energy transfer interface402of the crane system401such that it aligns with the first energy transfer interface404of the rail car420. The one or more sensors409can include any suitable sensor or combination of sensors mounted in any suitable location or combination of locations for determining a location of the energy transfer interface404. For example, the one or more sensors409can include one or more proximity sensors (e.g., acoustic, infrared, laser, etc.) mounted to the energy transfer interface402, to the supporting structure, and/or any other suitable location that detect proximity of one or more targets408of the energy transfer interface404. The one or more sensors409can include a camera that captures images of the energy transfer interface404and transfers those images to the controller410for analysis. The one or more sensors409can optionally detect a location of the energy transfer interface402for determining alignment with the energy transfer interface404. The controller410can use any suitable image processing algorithm to detect the location of the energy transfer interface404, such as by comparing the target408to a predetermined configuration of the target408to determine the location of the target408relative to the camera. The controller410can include one or more processors, memory, and one or more programs stored in the memory for execution by the one or more processors for causing the controller to receive sensor data from the one or more sensors409, process the sensor data to determine a location of the energy transfer interface404or other portion of the rail car420, and control the actuator407to move the energy transfer interface402(via crane405) to a location corresponding to the location of the energy transfer interface404for transferring energy between the energy transfer interfaces402,404(e.g., properly aligned in the -x, -y, and/or -z directions for energy transfer).

The controller410can detect (via sensor data) when the energy transfer interface402is properly positioned for energy transfer and can control the energy transfer interface402to transfer energy to or from the energy transfer interface404of the rail car420. For example, the controller410can be connected to a controller of the energy generation facility (such as controller107ofFIG.1), a controller of the energy consumption facility (such as controller108ofFIG.1), and/or a controller of the rail car420(such as one or more of controllers232ofFIG.2). Upon determining that the energy transfer interface402is properly positioned, the controller410can control the controllers of the rail car and the corresponding local controller (e.g., the controller of the energy generation or energy consumption facility) to allow energy to flow.

The crane system401can be located at an energy generation system and/or at an energy consumption system. For instance, an energy delivery system can include a first crane system401proximate to an energy generation facility and a second crane system401proximate to an energy consumption facility. A crane system401proximate to an energy generation facility can be referred to as the “charging station” wherein electrical energy flows from the second energy transfer interface402of the crane system401to the first energy transfer interface404of the rail car420. A crane system401proximate to an energy consumption facility can be referred to as the “discharging station” wherein electrical energy flows from the first energy transfer interface404of the rail car420to the second energy transfer interface402of the crane system401. Flowing electrical energy from the rail car420to the second energy transfer interface402located at the energy consumption facility can include discharging the stored energy from storage banks of the rail car420.

To charge/discharge rail cars420using the crane system401, the crane system401can be positioned above a railroad track. The crane system401can be sized to receive a well car with two containers. For instance, where the containers of the rail car420are ISO containers, the crane system401can be elevated above a railroad track centerline above the track such that rail cars with one or two stacked ISO containers can move freely underneath the crane system401. Optionally, the crane system401can be permanently affixed above the railroad tracks at each charging/discharging station.

In one or more examples, the controller410controls the movable crane405to lift the second energy transfer interface402to an appropriate height to engage the second energy transfer interface402with a corresponding first energy transfer interface404of the rail car420. If the first energy transfer interface404is located on top of the rail car420, the crane system401can lift the second energy transfer interface402to the appropriate height to engage with the first energy transfer interface402whether the rail car420is a double stack (as shown inFIG.4B) or just a single stack. Additionally, if the second energy transfer interface402is located on a side of the rail car420, the crane system401can lift the second energy transfer interface402to the appropriate height to engage with the side-mounted first energy transfer interface404of the rail car420. The crane system401can be configured such that in addition to moving the second energy transfer interface402vertically, the crane system401can also move the second energy transfer interface horizontally. Thus, the crane system401can align the second energy transfer interface402with the corresponding first energy transfer interface404of the rail car420without requiring the rail car420to be precisely parked in a specific location in order to charge/discharge, such as by using the controller410and one or more sensors409to properly position the second energy transfer interface402, as discussed above.

In one or more examples, after charging or discharging the battery system of a first rail car (e.g., rail car420), the crane system401can move horizontally along the length of a train comprising multiple rail cars420to sequentially charge/discharge the rail cars420without requiring the train to move. For example, the controller410can move the crane405and the second energy transfer interface402from a position proximate to the energy transfer interface404of a first rail car420to a position proximate to the energy transfer interface434of an adjacent rail car430. When relocating the crane405proximate to the energy transfer interface of an adjacent rail car, the controller410can follow a similar process to precisely position the energy transfer interface402proximate to the energy transfer interface434of the adjacent rail car430(e.g., use one or more proximity sensors to detect the proximity of one or more targets438of the energy transfer interface434of the adjacent rail car430, determine the location of the energy transfer interface434, or other portion of the rail car430, and control the actuator407to move the energy transfer interface407via the crane405to a location corresponding to the location of the energy transfer interface434.

Referring now to bothFIGS.4A and4B, where one or more of the wireless system400and the crane system401is a contactless system, the first energy transfer interface404and second energy transfer interface402can include hardware, such as one or more inductive coils and associating driving circuitry, configured to transfer electrical energy wirelessly when the first energy transfer interface404and the second energy transfer interface402are located sufficiently proximate one another. This distance can be, for example, 5 mm or less, 20 mm or less, 100 mm or less, 300 mm or less, 500 mm or less, 1 meter or less, etc.

The wireless system400and/or the crane system401can be an inductive system that includes corresponding inductive coupling coils that transfer electrical energy both wirelessly and without requiring contact between the corresponding coils. For instance, the first energy transfer interface404can include a wound copper or aluminum coil and the second energy transfer interface402can include a corresponding wound aluminum or copper coil, such that when the second energy transfer interface402is located beneath the first energy transfer interface404, the electrical energy can flow between the first energy transfer interface404and the second energy transfer interface402wirelessly and without requiring the corresponding coils to contact one another. In one or more examples, the first energy transfer interface404and the second energy transfer interface402can only transfer AC electrical energy.

Where the crane system401is instead a contact system, the first energy transfer interface402and the second energy transfer interface404can be configured to transmit energy via contact between one another. For instance, one of the first energy transfer interface402and the second energy transfer interface404can be a contact shoe configured to transfer energy from/to an energized plate when contacting the energized plate.

FIG.5shows an exemplary pantograph system500, according to one or more examples of the present disclosure. The pantograph system500includes a rail car520that has a pantograph504engaged with a conductive wire502mounted to an overhead wire system503. The rail car520can be configured as the rail car120ofFIG.1and/or the rail car220ofFIGS.2and3.

The pantograph system500can be located at an energy generation system and/or at an energy consumption system. For instance, an energy delivery system can include a first pantograph system500proximate to an energy generation facility and a second pantograph system500proximate to an energy consumption facility. A pantograph system500proximate to an energy generation facility can be referred to as the “charging station” wherein electrical energy flows from the conductive wire502of the overhead wire system503to the pantograph504of the rail car520. A pantograph system500proximate to an energy consumption facility can be referred to as the “discharging station” wherein electrical energy flows from the pantograph504of the rail car520to the conductive wire502of the overhead wire system503. Flowing electrical energy from the rail car520to the conductive wire502located at the energy consumption facility can include discharging the stored energy from storage banks of the rail car520.

To charge/discharge rail cars520, the conductive wire502of the overhead wire system503can be positioned above a railroad track. The overhead wire system503can be sized to receive a well car with two containers. For instance, where the containers of the rail car520are ISO containers, the overhead wire system503can be elevated above a railroad track centerline above the track such that rail cars with one or two stacked ISO containers can move freely underneath the overhead wire system503. The overhead wire system503and the conductive wire502can be permanently affixed above the railroad tracks at each charging/discharging station.

The pantograph504can be engaged with the conductive wire502such that the pantograph504contacts the conductive wire502. For instance, the pantograph504can include a spring-loaded structure that pushes a contact shoe up against the underside of the conductive wire502to contact the conductive wire502and draw current from the conductive wire502, or transmit current to the conductive wire502. In some examples, the pantograph is actuated such that it can be retracted when the train is not located at an energy generation/consumption facility and extended for contacting the overhead lines when located at an energy generation/consumption facility.

FIG.6Ashows an exemplary third rail system600, according to one or more examples of the present disclosure. The third rail system600includes a rail car620and a contact shoe604that extends beneath the rail car for engaging with a live rail602. The rail car620can be configured as the rail car120ofFIG.1and/or the rail car220ofFIGS.2and3.

The third rail system600can be located at an energy generation facility and/or at an energy consumption facility. For instance, an energy delivery system can include a first third rail system600proximate to an energy generation facility and a second third rail system600proximate to an energy consumption facility. A third rail system600proximate to an energy generation facility can be referred to as the “charging station” wherein electrical energy flows from the live rail602to the contact shoe604of the rail car620. A third rail system600proximate to an energy consumption facility can be referred to as the “discharging station” wherein electrical energy flows from the contact shoe604of the rail car620to the live rail602. Flowing electrical energy from the rail car620to the live rail602located at the energy consumption facility can include discharging the stored energy from storage banks of the rail car620.

To charge/discharge rail cars620, the live rail602(e.g., the “third rail”) can be placed between or outside the running rails of the railroad track228and energized with electrical energy. The live rail602can be sized such that rail cars can move freely above the live rail602. The live rail602can be permanently affixed between the railroad track228at each charging/discharging station.

The contact shoe604can be engaged such that the live rail602contacts the contact shoe604. The contact shoe604can be a “sliding shoe” configured to slide over the live rail602as the rail car620moves. The contact shoe604can include an attachment arm605that extends into the container(s) of the rail car620to transmit energy between the storage banks of the rail car620and the live rail602at the charging/discharging stations. Optionally, the contact shoe604may recede to a position within the interior of the rail car620(such as within the bottom container) while the rail car620travels between the charging/discharging stations, and then extend to the position shown inFIG.6Awhere the contact shoe604contacts the live rail602while actively charging/discharging.

FIG.6Bshows an exemplary retractable arm system601, according to one or more examples of the present disclosure. The retractable arm system601includes a rail car621and a contact shoe606that engages with a contact plate608of a retractable arm607. The rail car621can be configured as the rail car120ofFIG.1and/or the rail car220ofFIGS.2and3. In one or more examples, the retractable arm system601is a contact system (e.g., configured to rely on contact between corresponding energy transfer interfaces, such as a contact shoe and plate, to transfer energy. Optionally, the retractable arm system601is a contactless system (e.g., configured to rely on wireless energy transfer interfaces to transmit/receive energy).

The retractable arm system601can include one or more actuators611for moving the retractable arm607to a desired location and a controller610for controlling the actuator611to move the retractable arm607. The controller610can receive signals from one or more sensors609that can detect a location of the contact shoe606of the rail car621. The controller610can receive the information from the sensors609and control the retractable arm607to move the contact plate608of the retractable arm system601such that it aligns with the contact shoe606of the rail car621. The one or more sensors609can include any suitable sensor or combination of sensors mounted in any suitable location or combination of locations for determining a location of the contact shoe606. For example, the one or more sensors609can include one or more proximity sensors (e.g., acoustic, infrared, laser, etc.) mounted to the contact plate608, to the supporting structure, and/or any other suitable location that detect proximity of one or more targets619of the contact shoe606of the rail car621. The one or more sensors609can include a camera that captures images of the contact shoe606and transfers those images to the controller610for analysis. The one or more sensors609can optionally detect a location of the contact shoe606for determining alignment with the contact plate608. The controller610can use any suitable image processing algorithm to detect the location of the contact shoe606, such as by comparing the target619to a predetermined configuration of the target619to determine the location of the target619relative to the camera. The controller610can include one or more processors, memory, and one or more programs stored in the memory for execution by the one or more processors for causing the controller to receive sensor data from the one or more sensors609, process the sensor data to determine a location of the contact shoe606or other portion of the rail car621, and control the actuator611to move the contact plate608(via retractable arm607) to a location corresponding to the location of the contact shoe606for transferring energy between the contact shoe606and the contact plate608(e.g., properly aligned in the -x, -y, and/or -z directions for energy transfer).

The controller610can detect (via sensor data) when the contact plate608is properly positioned for energy transfer and can control the contact plate608to transfer energy to or from the contact shoe606of the rail car621. For example, the controller610can be connected to a controller of the energy generation facility (such as controller107ofFIG.1), a controller of the energy consumption facility (such as controller108ofFIG.1), and/or a controller of the rail car621(such as one or more of controllers232ofFIG.2). Upon determining that the contact plate608is properly positioned, the controller610can control the controllers of the rail car and the corresponding local controller (e.g., the controller of the energy generation or energy consumption facility) to allow energy to flow.

The retractable arm system601can be located at an energy generation facility and/or at an energy consumption facility. For instance, an energy delivery system can include a first retractable arm system601proximate to an energy generation facility and a second retractable arm system601proximate to an energy consumption facility. A retractable arm system601proximate to an energy generation facility can be referred to as the “charging station” wherein electrical energy flows from the contact plate608to the contact shoe606of the rail car621. A retractable arm system601proximate to an energy consumption facility can be referred to as the “discharging station” wherein electrical energy flows from the contact shoe606of the rail car621to the contact plate608. Flowing electrical energy from the rail car621to the contact plate608located at the energy consumption facility can include discharging the stored energy from storage banks of the rail car621.

The retractable arm607can be placed adjacent to the railroad tracks. As shown inFIG.6B, a pair of retractable arms607are located adjacent a pair of railroad tracks228. Optionally, the retractable arm system601can include only one retractable arm607, multiple retractable arms607along one side of the railroad tracks228, multiple retractable arms607surrounding a single pair or railroad tracks228, etc.

To charge/discharge rail cars621, the controller610can move the retractable arm607as described above such that the contact plate608aligns with a contact shoe606of the rail car621. In one or more examples, the controller610moves the retractable arm607such that the contact plate608contacts the contact shoe606of the rail car621. In one or more examples, the controller610moves the retractable arm607to move the contact plate608horizontally from a position wherein the contact plate608is not contacting the contact shoe606(as shown with respect to the rightmost rail car621ofFIG.6B), to a position wherein the contact plate608contacts the contact shoe606of a rail car621(as shown with respect to the leftmost rail car621ofFIG.6B). The retractable arm607can be configured to move vertically when moving the contact plate608such that it contacts the contact shoe606of the rail car606. In one or more examples, the retractable arm607moves the contact plate608both vertically and horizontally in order to align the contact plate608with the contact shoe606of the rail car621. Optionally, the retractable arm607moves the contact plate608near the contact shoe606without contacting the contact shoe606. In such case, the contact shoe606and contact plate608can be configured to transfer energy in a contactless manner (such as via wireless energy transceivers as discussed above).

The contact shoe606of the rail car621can be located on a side of the rail car621(as shown inFIG.6B), on top of the rail car621, and/or beneath the rail car621. Accordingly, the retractable arm607can be configured to move the contact plate608in order to locate the contact plate608such that it contacts (or is near to when including a contactless system) the contact shoe606in any of these locations. Optionally, the contact shoe606extends through the exterior shell of the rail car621and connects to an interior frame inside of the rail car621. Optionally, the contact shoe606may recede to a position within the interior of the rail car621while the rail car621travels between the charging/discharging stations and then extends to the exterior of the rail car621while actively charging/discharging.

FIG.7shows an exemplary method700for transporting energy from an energy generation facility to an energy consumption facility via a rail car system, according to one or more examples of the present disclosure. The method700can be performed via the energy delivery system100ofFIG.1, using the rail car220ofFIGS.2and3, and any of the wireless system400ofFIG.4A, the crane system401ofFIG.4B, the pantograph system500ofFIG.5, the third rail system600ofFIG.6A, or the retractable arm system601ofFIG.6B. Accordingly, the method700can implement contactless energy delivery (e.g., including wireless energy transceivers/transmitters/receivers) or contact energy delivery (e.g., including a pantograph or contact shoe in direct contact with an energized energy transceiver (such as a wire, live rail, or plate).

In one or more examples, the method700begins at step702, wherein a train is positioned proximate to an energy transfer interface at an energy generation facility such that the energy transfer interface of the train aligns with the energy transfer interface of the energy generation facility. The train can include any number of rail cars each including one or more batteries for storing energy with one or more of the rail cars including an energy transfer interface for receiving/transmitting energy. Optionally, there can be multiple energy transfer interfaces near the energy generation facility and positioning the train at step702can involve aligning energy transfer interfaces with all, or less than all of the interfaces of the energy generation facility.

Where the method700involves a contactless energy delivery system, positioning the train at step702can include positioning the train such that one or more energy transfer interfaces of the one or more rail cars align with a corresponding energy transfer interface of the energy generation facility. Positioning the energy transfer interface(s) to align with the energy transfer interfaces can include locating the energy transfer interface(s) of the rail car(s) and the energy transfer interface(s) near one another but separated such that they do not touch one another. Positioning the energy transfer interface(s) to align with the energy transfer interfaces can include locating the energy transfer interface(s) of the rail car(s) within a specified distance of the energy transfer interface(s). For instance, this distance can be less than 5 mm, 20 mm, 100 mm, 300 mm, etc.

Where the method700involves a contact energy delivery system, positioning the train at step702can include positioning energy interfaces of the train such that they contact a corresponding energy interface proximate to the energy generation facility. For example, where the method700involves a pantograph system, positioning the train at step702can include positioning the train such that one or more pantographs of the one or more rail cars align with and contact a conductive wire of the energy generation facility. Where the method700involves a third rail system, positioning the train at step702can include positioning the train such that one or more contact shoes of the one or more rail cars align with and contact a live rail of the energy generation facility. Where the method700involves a retractable arm system that has a contact shoe, positioning the train at step702can include positioning the train such that one or more retractable arms can align a plate with the one or more contact shoes of the one or more rail cars. Where the method700involves a crane system that has a contact shoe, positioning the train at step702can include positioning the train such that one or more cranes can align a plate with the one or more contact shoes of the one or more rail cars.

In one or more examples, after positioning the train at step702, a controller and one or more sensors can be used to precisely locate corresponding energy transfer interfaces of the train and the energy generation facility proximate to one another. For example, the sensors can sense the location of an energy transfer interface of one or more rail cars of the train and relay that information to a controller that controls a system, such as a crane system401ofFIG.4Bor retractable arm system601ofFIG.6B, to move a corresponding energy transfer interface such that it aligns with the energy transfer interface of the one or more rail cars of the train. To locate energy transfer interfaces appropriately for energy transfer, a controller can receive information from one or more sensors (e.g., proximity sensors mounted in any suitable location or combination of locations), detect the location of the energy transfer interface of the rail car (e.g., using any suitable image processing algorithm), and control an actuator to move the local energy transfer interface (such as the energy transfer interface of the energy generation facility) to move the energy transfer interface to the location of the energy transfer interface of the rail car for transferring energy between the energy transfer interfaces (e.g., properly aligned in the -x, -y, and/or -z directions).

After positioning the train at step702, the method700can move to step704wherein energy is received from the energy transfer interface via the energy transfer interface to charge one or more batteries. When charging the one or more batteries, individual batteries of the one or more rail cars may be toggled on such that they are actively being charged (e.g., receiving energy), or toggled off such that they are not actively being charged. Prior to receiving energy at step704, the method can include turning a controller into an “on” configuration such that energy is permitted to flow from the one or more energy transfer interfaces of the facility to the one or more energy transfer interfaces of the train. The energy received at step704can be AC electrical energy. Optionally, the energy received at step704is DC electrical energy. In one or more examples, a controller can detect (such as via sensor data) when the energy transfer interface of the rail car is properly positioned for energy transfer and control the local energy transfer interface to transfer energy to or from the energy transfer interface of the rail car. For instance, a controller can be connected to a local controller (e.g., of the energy generation facility) and a controller of the rail car (such as one or more of controllers232ofFIG.2) and control those controllers to allow energy to flow.

Receiving energy at step704can include flowing energy into each rail car of the train. Optionally, only certain rail cars will have an energy transfer interface and receiving energy at step704can include flowing energy into the rail cars of the train that do have an energy transfer interface. Optionally, the rail cars of the train can be electrically connected to one another such that any rail car without an energy transfer interface receives electrical energy from adjacent rail cars or from a rail car that does have an energy transfer interface. In one or more examples, the batteries of the rail cars of the train are charged simultaneously. The charge time (e.g., the time required to charge the rail cars of the train) can depend on the amount of energy available from the energy generation facility.

Where the method700involves a contactless energy delivery system, receiving energy at step704can include allowing electrical energy to energize an inductive energy transfer interface such as a transmission coil, which then in a contactless manner transmits that energy to an inductive energy transfer interface such as an energy transfer interface coil of the one or more rail cars. Where the method700involves a contact energy delivery system, receiving energy at step704can include using a contact energy transmission interface such as a pantograph or contact shoe for transferring energy. For example, where the method700involves a pantograph system, receiving energy at step704can include contacting the pantograph of one or more rail cars that have a conductive wire of the energy generation facility such that the pantograph receives energy from the conductive wire. Where the method700involves a third rail system, a crane system, or retractable arm system configured to engage with a contact shoe, receiving energy at step704can include contacting the contact shoe of one or more rail cars that have a corresponding contact energy transmission interface (e.g., a live rail or plate) of the energy generation facility to transmit energy to the contact shoe.

As discussed above with respect toFIG.3, energy received via one of the contact energy delivery or contactless energy delivery systems can flow to one or more controllers and an inverter subsystem before reaching the batteries (e.g. storage banks) of the rail cars, as discussed with respect toFIG.3. When the energy received is AC electrical energy, the AC electrical energy is converted into DC electrical energy (such as via an inverter subsystem) before being stored in the one or more batteries of the rail cars.

After receiving the energy at step704, the method can move to step706wherein the train is relocated to an energy consumption facility. Relocating the train at step706can include driving the train from the energy generation facility to the energy consumption facility using existing railroad tracks. In one or more examples, there is no disconnection process necessary once the batteries of the rail cars are charged before relocating the train.

After relocating the train at step706, the method can move to step708, wherein the train is positioned such that the energy transfer interface is aligned with a corresponding energy transfer interface of the energy consumption facility. Positioning the train at step708can be performed in the same manner as positioning the train as step702. As noted above, both the energy transfer interface of the energy generation facility (e.g., the charging station) and the energy transfer interface of the energy consumption facility (e.g., the discharging station) can be an interface that both receives and transmits energy. Accordingly, the only difference between positioning the train at step702and positioning the train at step708can be based on the physical location, e.g., at the charging station near the energy generation facility versus at the discharging station near the energy consumption facility.

After positioning the train at step708, the method can move to step710, wherein energy is transferred to the energy consumption facility via the respective energy transfer interfaces, thus discharging the one or more batteries. When discharging the one or more batteries, individual batteries of the one or more rail cars may be toggled on such that they are actively being discharged (e.g., transmitting energy), or toggled off such that they are not actively being discharged. Prior to transmitting energy at step710, the method can include turning a controller into an “on” configuration such that energy is permitted to flow from one or more energy transfer interfaces of the train to one or more energy transfer interfaces of the energy consumption facility. The energy transmitted at step710can be AC electrical energy. Optionally, the energy transmitted at step710is DC electrical energy.

Transmitting energy at step710can include flowing energy from each rail car of the train. Optionally, only certain rail cars will have an energy transfer interface and transmitting energy at step710can include flowing energy from only the rail cars of the train that have an energy transfer interface. Optionally, the rail cars of the train can be electrically connected to one another such that any rail car without an energy transfer interface transmits electrical energy to adjacent rail cars or to a rail car that has an energy transfer interface. In one or more examples, the batteries of the rail cars of the train are discharged simultaneously. The discharge time (e.g., the time required to discharge the rail cars of the train) can be a maximum of 4 hours, 5 hours, 6 hours, etc. In one or more examples, the discharge time may be more than 6 hours.

As discussed above with respect toFIG.3, energy being transmitted from the batteries of the rail cars can flow to one or more controllers and an inverter subsystem before reaching the energy transfer interface of rail car or the energy transfer interface of an adjacent rail car.

Where the method700involves a contactless system, the energy transfer interfaces that transfer energy at step710can include, for example, inductive coils. Transmitting energy at step710can include driving the inductive coil(s) of the rail cars, which then excites the inductive coil(s) of the energy consumption facility to which the inductive coil(s) of the rail cars are aligned due to proper positioning of the rail cars. To produce the inductive coupling for wireless energy transfer, transmitting energy at step710using a wireless system includes converting the DC electrical energy stored in the batteries of the rail cars to AC for driving the inductive coil.

Where the method700involves a contact system such as a pantograph system, the energy transfer interfaces that transmit energy at step710can be pantographs. Transmitting energy at step710via pantographs can include energizing the pantographs of the rail cars and then flowing that energy to a conductive wire via contact between the conductive wire and the pantographs. The pantographs may only transfer AC electrical energy. Accordingly, transmitting energy at step710using a pantograph system requires converting the DC electrical energy stored in the batteries of the rail cars to AC before energizing the pantograph and transmitting the energy from the energized pantographs to conductive wire of the energy consumption facility.

Where the method700involves a third rail system, a crane system, or a retractable arm system configured to engage with a contact shoe, the energy transfer interfaces that transmit energy at step710can be contact shoes. Transmitting energy at step710via contact shoes can include flowing energy from the contact shoes to a live rail or a plate of the energy consumption facility via contact between the contact shoes and the live rail/plate. The contact shoe system can transfer AC electrical energy and/or DC electrical energy. Where the energy consumption facility requires AC electrical energy, transmitting energy at step710can include converting the DC electrical energy stored in the batteries of the rail cars to AC before transmitting to the live rail of the energy consumption facility. Where the energy consumption facility requires DC electrical energy, transmitting energy at step710can include conditioning the DC electrical energy stored in the batteries of the rail cars (such as via an inverter subsystem) based on the energy requirements of the electrical loads of the energy consumption facility.

The energy transferred from the rail car(s) can be used to energize onsite electrical loads, distributed to a larger energy grid, etc. Once the batteries of the train are fully discharged, or once discharging completes (possibly when some batteries remain partially charged), the train can be relocated to an energy generation facility where the batteries can be recharged before again being relocated to the same or different energy consumption facility. Accordingly, the method700can be repeated to cyclically charge batteries of the train at energy generation facilities and discharge the batteries at energy consumption facilities.