Abstract:
The present application relates to a clean power generation and distribution system for a train. The system comprises a charging car and a storage car mechanically and electrically coupled together. Power is generated from the charging car as a result of the movement of the train along the track. Power is passed to the storage car for storage and distribution of the energy. The storage car utilizes one or more batteries. The storage car permits for one or more outlet boxes or detachable battery packs to allow for operators around the storage car to access the stored energy.

Description:
BACKGROUND 
       [0001]    1. Field of the Invention 
         [0002]    The present application relates generally to trains and, more particularly, to a power generation and distribution system on a train car. 
         [0003]    2. Description of Related Art 
         [0004]    Locomotives have been used for many years as a means of transporting people and cargo. Cargo may include various pieces of construction equipment or other working tools. Trains are often used to transport the construction equipment to vicinities near a construction site or operations site. Sources of power at these sites are often produced through diesel generators where the typical electric power grid is unavailable. Power is used to operate lights, power equipment, run heating/cooling units and other such items. Each diesel generator burns fuel and in turn generates pollution (noise and air). Ideas to use battery operated equipment is hindered by the limitation that infrastructure for recharging facilities is very costly and that such sites are typically temporary and cannot justify the expense. Additionally, the ability to recharge the sheer volume of any batteries without generators becomes unrealistic. 
         [0005]    A more environmentally sustainable and portable power generation system is needed. Considerable shortcomings remain. 
     
    
     
       DESCRIPTION OF THE DRAWINGS 
         [0006]    The novel features believed characteristic of the application are set forth in the appended claims. However, the application itself, as well as a preferred mode of use, and further objectives and advantages thereof, will best be understood by reference to the following detailed description when read in conjunction with the accompanying drawings, wherein: 
           [0007]      FIG. 1  is a perspective view of a power generating train car in a clean power generation and distribution system according to the preferred embodiment of the present application; 
           [0008]      FIG. 2  is a perspective view of an alternative embodiment of the power generating train car of  FIG. 1 ; 
           [0009]      FIG. 3  is a perspective view of a power storage train car in the clean power generation and distribution system according the preferred embodiment of the present application; and 
           [0010]      FIG. 4  is a perspective view of an alternative embodiment of the power storage train car of  FIG. 3 . 
       
    
    
       [0011]    While the system and method of the present application is susceptible to various modifications and alternative forms, specific embodiments thereof have been shown by way of example in the drawings and are herein described in detail. It should be understood, however, that the description herein of specific embodiments is not intended to limit the application to the particular embodiment disclosed, but on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the process of the present application as defined by the appended claims. 
       DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
       [0012]    Illustrative embodiments of the preferred embodiment are described below. In the interest of clarity, not all features of an actual implementation are described in this specification. It will of course be appreciated that in the development of any such actual embodiment, numerous implementation-specific decisions must be made to achieve the developer&#39;s specific goals, such as compliance with system-related and business-related constraints, which will vary from one implementation to another. Moreover, it will be appreciated that such a development effort might be complex and time-consuming but would nevertheless be a routine undertaking for those of ordinary skill in the art having the benefit of this disclosure. 
         [0013]    In the specification, reference may be made to the spatial relationships between various components and to the spatial orientation of various aspects of components as the devices are depicted in the attached drawings. However, as will be recognized by those skilled in the art after a complete reading of the present application, the devices, members, apparatuses, etc. described herein may be positioned in any desired orientation. Thus, the use of terms to describe a spatial relationship between various components or to describe the spatial orientation of aspects of such components should be understood to describe a relative relationship between the components or a spatial orientation of aspects of such components, respectively, as the device described herein may be oriented in any desired direction. 
         [0014]    Referring now to  FIGS. 1-4  in the drawings, a clean power generation and distribution system  101  is illustrated. System  101  is composed of a charging car and a storage car.  FIGS. 1 and 2  illustrate two types of charging cars  103   a  and  103   b,  while  FIGS. 3 and 4  illustrate two types of energy storage cars  105   a  and  105   b.  System  101  generally consists of mounting a geared system to wheel of a train into a boxcar to turn a generator, and produce electricity to charge large-scale batteries in an adjacent boxcar. Such action is done without use of additional liquid or solid fuels that the train is already using to generate movement along the track, thereby the electricity is generated with virtually no additional carbon footprint. 
         [0015]    Within system  101 , charging cars  103   a,    103   b  are configured to generate an electrical charge (energy) from the rotational movement of rail car wheels along the train track. The storage cars  105   a,    105   b  are coupled to the charging car and are configured to selectively receive the electrical charge and store the electrical charge in one or more batteries. Each storage car  105   a,    105   b  is configured to selectively release the stored electrical charge to one or more pieces of equipment adjacent to the storage car. System  101  is configured to combine either charging car  103   a,    103   b  with either storage car  105   a,    105   b.  Additionally, more than one charging car may be used with one or more storage cars. System  101  allows for the distribution of power to remote locations all generated from clean energy as a result from the movement of the train. 
         [0016]    Charging cars  103   a,    103   b  include the geared system internally located within each boxcar and coupled directly to the wheels  107  as seen in  FIG. 1 ; or coupled to the axle in communication with the wheels  107  as seen in  FIG. 2 . Both charging cars  103   a  and  103   b  include similar components of the geared system. For example, the geared system for each includes two gearboxes  109 ,  111 ; a generator  113 ; and a plurality of drive shafts, namely a high-speed shaft  115  and a low-speed shaft  117 . The rotational movement of the wheels are transferred through the gearboxes  109 ,  111  which cause the rotation of shafts  115 ,  117  at different speeds so as to generate power within the generator  113 . The electrical charge is passed through cable  119  to storage cars  105   a,    105   b  for storage and distribution. It is understood that the geared system is representative only and is not limited to the precise numbers or configuration illustrated. Other embodiments may include more or less gearboxes, shafts, and generators depending on design constraints and preference. 
         [0017]    As seen in particular with  FIG. 1 , charging car  103   a  includes a connecting arm  123  extending between wheel  107  and a disk  125  in direct communication with gearbox  109 . Connection arm  123  is pivotally coupled to an exterior of wheels  107  and disk  125 , such that one revolution of wheel  107  will produce one revolution of disk  125 . In operation, as wheel  107  rotates while the train is in motion, connecting arm  123  rotates disk  125 . Gearbox  109  is configured to receive this rotational motion and in turn power the remaining portions of the geared system to generate the electrical charge. 
         [0018]    As seen in particular with  FIG. 2 , charging car  103   b  further includes an additional gearbox  127 . Gearbox  127  is coupled to axle  129  extending between two opposing wheels  107 . As wheels  107  rotate, axle  129  rotates gears within gearbox  127 . Gearbox  127  transfers the rotational movement of the wheels  107  to gearbox  109  and the other portions of the geared system to generate the electrical charge.  FIGS. 1 and 2  have illustrated how rotational movement of the wheels of each particular charging car  103   a,    103   b  may be used to produce electrical power. It is understood that other embodiments may use wheels from other boxcars to assist in powering the geared system within a charging car  103   a  or  103   b.  It is also understood that one or more charging cars  103   a,    103   b  may be used within a single train. 
         [0019]    Referring now in particular to  FIGS. 3 and 4  in the drawings. As stated previously, storage cars  105   a,    105   b  are configured to receive the electrical charge/energy from one or more of charging cars  103   a,    103   b  and route the electrical charge to one or more batteries for storage. As seen in particular with storage car  105   a  in  FIG. 3 , car  105   a  includes a converter box  201 , one or more batteries  203   a,b,c,d , and an outlet box  205   a,    205   b.  Cars  103   a,b  and cars  105   a,    105   b  are mechanically linked to follow one from the other as well as being electrically linked through cable  119  and cable  207 . Cable  207  mates with cable  119  to produce a continuous path for the electrical charge. Electrical charge is transferred through cable  207  to converter box  201 . Converter box  201  is configured to regulate and route electrical charge between one or more charging cars  103   a,    103   b  and one or more storage cars  105   a,    105   b . Additionally, converter box  201  is configured to regulate and route the amount of electrical charge to one or more batteries. Cable  209  is seen on the opposing end of car  105   a  as cable  207 . Cable  209  is used to electrically couple a second storage car  105   a ,  105   b  to that of car  105   a.  In operation it is understood that system  101  is configured to selectively pass electrical charge through to a second storage car. This may be done automatically through converter box  201  or other control center; or the passing of electrical charge may be handled manually by an operator. For example, if two storage cars are used, the second storage car may be selected to receive electrical charge only once the first storage car is fully charged. 
         [0020]    Outlet box  205   a  is configured to receive power from batteries  203   a  and  203   c . Outlet box  205   b  is configured to receive power from batteries  203   b  and  203   d.  It is understood that such routing of power from the batteries is not limited to that show in  FIG. 3 . Outlet box  205   a,    205   b  is mounted within the boxcar so as to open outward or externally so as to be accessible by workers outside the boxcar. A retractable door  211  selectively covers and protects one or more outlets  213 . Outlets  213  are configured to be an attachment location to receive a plug from one or more different types of equipment. Different types of outlets are incorporated within outlet box  205   a , 205   b  to fit different styled plugs and electrical demands. By attaching a plug to the outlet  213 , equipment is configured to receive power from one or more batteries. 
         [0021]    With respect to  FIG. 4 , storage car  105   b  is similar in form and function to that of storage car  105   a  in  FIG. 3 . Storage car  105   b  includes a converter box  301  similar to that of converter box  201 . Electrical charge is passed through cable  307  and alternatively cable  309  when a second storage car is used. A difference in storage car  105   b  not seen in storage car  105   a  is that storage car  105   b  includes one or more battery charging docks  305   a,    305   b.  Charging docks  305   a,    305   b  are used to individually house one or more portable and detachable batteries or battery packs  310 . Converter box  301  selectively routes and regulates power delivery to and through each charging dock and finally to each battery pack. 
         [0022]    Each battery pack  310  is configured to be removable from the respective charging dock. In operation, an operator may remove the battery pack and transport it to a remote location for use. When a recharging is needed, the battery pack may be returned and swapped out for another battery pack. The portable nature of each battery allows this configuration to supply power to more remote locations than the system of storage car  105   a  seen in  FIG. 3 . The power in each battery pack  310  may be sufficient to power small tools to large flood lights for example. Each battery pack  310  reduces the need for separate and individual gas/diesel powered generators. The battery packs and batteries of each storage car  105   a,    105   b  provide clean and safe energy. 
         [0023]    Each storage car  105   a,    105   b  is detachable from the charging car and respective train, thereby permitting a user to drop off and leave one or more charging cars at respective sites or locations as needed. When charging is required, each storage car may be reattached to a respective charging car and train and transported to recharge. In its stead, another storage car may be left to provide a continuous supply of energy at the location. 
         [0024]    In an alternative embodiment, each storage car  105   a,    105   b  may be optionally equipped with a power collection system configured to charge the one or more batteries when the storage car is stationary. An example of a power collection system  313  may be a solar power system  315 . Such a system  315  is illustrated in both  FIGS. 3 and 4 . Deployable solar panels  319  are coupled to the storage car and transfer power through a solar panel converters  317  integrated within the electrical routing of each storage car to permit for the routing of electrical charge to the batteries. Solar panels  319  are configured to deploy between an open and close position, where the panels fold over on each other. Only half of solar power system  315  is illustrated in  FIGS. 3 and 4  in order to provide a view of converters  317  and batteries  321  to operate the solar power system  315  between open and closed positions. Deployment may be done automatically upon the detection of a loss of electrical power; or manually by an operator. For example, solar power system  315  may automatically open for charging to compensate for the self-discharge rate of the batteries, when the batteries are detected as having a low charge. It is understood that solar power system  315  may selectively operate simultaneously with charging cars when the storage car is in motion along the track, although this is not the preferred method of operation. 
         [0025]    In operation, fully charged train cars (storage cars) could be offloaded and shipped anywhere additional electricity is needed. Construction companies could replace diesel generators with fully charged boxcars. When the storage cars are drained, each may be replaced with fully charged storage cars. The drained storage cars could then be loaded onto the train for recharging. Electricity could be provided to countless number of industries with no additional carbon footprint than is already being created by the trains. If new construction vehicles were constructed to operate off of battery packs, each storage car would be sufficient to supply the power required to operate the vehicle. 
         [0026]    The current application has many advantages over the prior art including at least the following: (1) reduced carbon footprint; (2) portable power supplies housed in a boxcar; (3) detachable and portable battery packs; (4) ability to charge and recharge during transportation and while stationary without the use of diesel generators. 
         [0027]    The particular embodiments disclosed above are illustrative only, as the application may be modified and practiced in different but equivalent manners apparent to those skilled in the art having the benefit of the teachings herein. It is therefore evident that the particular embodiments disclosed above may be altered or modified, and all such variations are considered within the scope and spirit of the application. Accordingly, the protection sought herein is as set forth in the description. It is apparent that an application with significant advantages has been described and illustrated. Although the present application is shown in a limited number of forms, it is not limited to just these forms, but is amenable to various changes and modifications without departing from the spirit thereof.