Electrical power distribution for a railway system

Abstract

A rechargeable electrical system to provide electrical energy to operate a locomotive is disclosed. The system can include a tender car unit (TRC) configured to receive and transfer electrical energy. The TRC can include one or more power blocks having power supplies, capacitor modules, and a tether connected the locomotive. The TRC can also have an energy transfer unit to receive or distribute a pulse power energy transfer. The system can further include an energy transfer station (ETS) electrically connected to a local utility grid and configured to store and transfer to and / or receive from energy the TRC. The ETS can include power supplies, capacitor modules, and an energy transfer beam for transferring energy. The system can also include an energy management software to monitor and control a distribution of energy via a central command station having a wireless transmitting device and a processing unit.

Description

TARTA.001WO PATENTELECTRICAL POWER DISTRIBUTION FOR A RAILWAY SYSTEMCROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application claims benefit of U.S. Provisional Patent Application No. 63 / 704,466, filed October 7, 2024, and titled “ELECTRICAL POWER DISTRIBUTION FOR A RAILWAY SYSTEM.” The entire disclosure of each of the above items is hereby made part of this specification as if set forth fully herein and incorporated by reference for all purposes, for all that it contains.

[0002] Any and all applications for which a foreign or domestic priority claim is identified in the Application Data Sheet as filed with the present application are hereby incorporated by reference under 37 CFR 1.57.TECHNICAL FIELD

[0003] The present disclosure relates generally to system and methods for providing energy to operate electric vehicles and particularly to providing energy from a station to a tender car for powering a vehicle.BACKGROUND

[0004] Current diesel-electric locomotives and electric trains rely on power sources which arc inflexible or produce harmful byproducts. With developments in battery technology and emphasis on clean energy, newer methods for providing power can improve sustainability and reduce causes of climate change.BRIEF DESCRIPTION OF THE DRAWINGS

[0005] These and other features, aspects, and advantages of the disclosure are described with reference to drawings of certain embodiments, which are intended to illustrate, but not to limit, the present disclosure. It is to be understood that the accompanying drawings, which are incorporated in and constitute a part of this specification, are for the purpose of illustrating concepts disclosed herein and may not be to scale.

[0006] FIG. 1 illustrates a perspective view of an exemplary electrical charging system configured to provide and / or exchange electrical energy to operate between a train consist and a station.

[0007] FIG. 2 illustrates an exemplary perspective view of the tender rail car (TRC) during operation.

[0008] FIG. 3 illustrates an exemplary side schematic view of the TRC and locomotive of FIG. 2.

[0009] FIG. 4 illustrates an exemplary exploded side schematic view of the TRC of FIG. 2.

[0010] FIG. 5 illustrates an exemplary front schematic view and an exemplary exploded front schematic view of the TRC of FIG. 2.

[0011] FIG. 6 illustrates an exemplary perspective side view of the energy transfer station (ETS).

[0012] FIG. 7 illustrates an exemplary perspective top view of the ETS.

[0013] FIG. 8 illustrates an exemplary schematic front view of the charging interface between the TRC and ETS.

[0014] FIG. 9 illustrates a schematic of the energy storage systems of the TRC and the ETS.

[0015] FIG. 10 illustrates a schematic elevation and plan view of the energy storage components of the TRC of FIG. 2.

[0016] FIG. 11 illustrates a schematic perspective view of the lightning cache of the energy storage components of the TRC of FIG. 2.

[0017] FIG. 12 illustrates a schematic perspective view of the energy storage components and cooling system of the TRC of FIG. 2.

[0018] FIG. 13 illustrates a schematic cross-section of the contact pin.

[0019] FIGS. 1 A-14C illustrates a schematic block diagram of the energy management system (EMS) for monitoring the energy transfer of the train charging system (e.g., TRC, ETS, local utilities, etc.).

[0020] FIG. 15 is a graphical flow illustrating an example process for determining whether to transfer electrical energy from an ETS to a TRC.

[0021] FIG. 16 is a graphical flow illustrating an example process for determining whether to transfer electrical energy from a local utility to an ETS and whether the ETS is to transfer said electrical energy to a TRC.

[0022] FIG. 17 is a graphical flow illustrating an example process for determining whether to transfer electrical energy from an ETS to a TRC.

[0023] FIG. 18A illustrates a perspective view of a train consist having a TRC approaching an ETS.

[0024] FIG. 18B illustrates a side perspective view of the TRC with charging interfaces extended from a top surface of the tender rail car in a charging position.

[0025] FIG. 18C illustrates a side perspective view of the ETS transferring power to and / or from the charging interfaces of the TRC.

[0026] FIG. 18D illustrates a front perspective view of the ETS transferring power to and / or from the charging interfaces of the TRC.

[0027] FIG. 18E illustrates a perspective view of the TRC in which the charging interfaces are in the storage position.

[0028] FIG. 19 is a graphical flow chart illustrating the relationship between the various components of the electrical charging system.

[0029] FIG. 20 illustrates another graphical flow chart of the relationship between the various components of the electrical charging system.

[0030] FIGS. 21A-21E illustrates side schematic views of example panel assemblies of the TRC to cover and expose a lubrication system of electrical contact surfaces.

[0031] FIGS. 22A and 22B illustrate schematic side views of example rotating brush mechanisms for distributing a conductive lubricant from a reservoir to an energy transfer beam.

[0032] FIGS. 23A and 23B illustrate schematic side views of example brush mechanisms for distributing a conductive lubricant from a reservoir to an energy transfer beam.

[0033] FIG. 24 illustrates a schematic side view of an example rotating brush mechanism for applying a conductive lubricant to a charging interface.

[0034] FIGS. 25A and 25B illustrate schematic side views of an example energy transfer beam lubrication system in a stowed configured and a deployed configuration.

[0035] FIGS. 26A and 26B illustrates schematic side views of an example conductive lubricant spray system.

[0036] FIG. 27 illustrates a schematic front view of an example hanging barrier system of the ETS of FIG. 6.

[0037] FIG. 28 illustrates a schematic side view of an example pressurized gas suppression system positioned of the TRC of FIG. 2.DETAILED DESCRIPTION

[0038] Although several embodiments, examples, and illustrations are disclosed below, it will be understood by those of ordinary skill in the art that the inventions described herein extend beyond the specifically disclosed embodiments, examples, and illustrations and includes other uses of the inventions and obvious modifications and equivalents thereof. Embodiments are described with reference to the accompanying figures, wherein like numerals refer to like elements throughout. The terminology used in the description presented herein is not intended to be interpreted in any limited or restrictive manner simply because it is being used in conjunction with a detailed description of some specific embodiments of the inventions. In addition, embodiments can comprise several novel features. No single feature is solely responsible for its desirable attributes or is essential to practicing the inventions herein described.I. Overview

[0039] There are currently six Class I railroads operating in the United States. Together, they own and operate between approximately 22,000 and 26,000 diesel-electric locomotives. These diesel-electric locomotives were developed in the early twentieth century, with significant advancements and widespread adoption occurring in the 1930’s and 1940’s.

[0040] Modern diesel-electric locomotives are typically powered by a diesel engine, fueled by diesel fuel, that drives an electric generator and / or alternator which converts mechanical energy from the diesel engine into electrical energy. The electricity produced by the generator and / or alternator is then used to power electric motors that drive the locomotive's wheels. These motors provide the torque to move the locomotive and its attached cars. While diesel-electric locomotives are more fuel-efficient and produce lower emissions compared to older steam locomotives, they still have environmental concerns, primarily related to air pollution and carbon emissions.

[0041] Diesel engines emit various pollutants, including nitrogen oxides (NOx), particulate matter (PM), carbon monoxide (CO), and hydrocarbons (HC). These pollutants can contribute to air pollution, smog formation, and respiratory problems in humans. Additionally,while diesel engines are more fuel -efficient than steam engines, they still produce carbon dioxide (CO2) emissions when burning diesel fuel which contributes to climate change and global warming.

[0042] Battery powered locomotives, which may address some of the issues presented by diesel engines, also present their own set of shortcomings. For example, battery powered locomotives will be slowly implemented and will necessitate the slow removal of diesel-electric locomotives from the fleet. Battery locomotives will need to be set aside from train consists to recharge, which to date currently can take up to eleven or more hours. Due to the power requirements of trains, battery locomotives have limited capabilities. Additionally, the life-time cycling health of batteries are less than ideal, which can increase cost and downtime to maintain.

[0043] Catenary railways, while efficient in providing power for electric trains, have several issues to contend with. The infrastructure is costly and complex to install and maintain, particularly due to the overhead wires and support structures that require regular inspection and repairs, making it difficult to incrementally implement them into an existing system. The catenary systems are also vulnerable to environmental factors such as extreme weather, which can cause damage and disrupt service. The need for electrification limits flexibility, as non-electrified lines cannot accommodate trains relying solely on catenary power without significant infrastructure investment. Also, catenary railways require huge capital expenses to acquire a new fleet of locomotives and improvements to rights-of-way.

[0044] To help address these issues, national, state, and local governments have developed policies to limit emissions and air pollution from diesel engines such as the Tier 4 standards in the United States and Euro VI standards in Europe. Furthermore, electrification of railway lines and the use of electric locomotives powered by clean energy can significantly reduce emissions and environmental impacts associated with rail transportation. What is needed is a safe, efficient, and flexible means in support of an incremental shift from diesel electric locomotive power to on-board electrical power.II. Example Charging System

[0045] FIG. 1 illustrates a perspective view of an exemplary electrical charging system 100 configured to provide and / or exchange electrical energy to operate between a train consist 101 and a station 102. The electrical charging system 100 can provide a short durationpulse charging for near and / or approximately instantaneous energy transfer. However, the system, components, features, etc. contained herein can be applied to any and / or all modes of transportation and / or transportation industries such as consumer transportation (e.g., personal vehicles), commercial transportation (e.g., buses, commercial vehicles, tractor- trailers, etc.), industrial machinery (e.g., construction equipment, logging equipment, etc.) and the like. The electrical charging system can include onboard and / or trackside energy storage on a mode of transportation (e.g., train) and at a fixed (e.g., station) or temporary (e.g., moveable) location, respectively, a rapid pulse-power energy transfer, and on-the-fly charging with no modifications to fleet utilizations and / or railroad operations. The electrical charging system 100 can comprise a tender rail car (TRC) 106 to provide and / or receive power to or from a diesel-electric locomotive 104, an energy transfer station (ETS) 102 to charge and / or receive power from the TRC 106, and an energy management system (EMS) 130 (not shown) to monitor and / or control the flow of energy within the electrical charging system 100.

[0046] The TRC 106 can be part of the train consist 101 which provides energy storage and energy transfer to and / or from the ETS 102. In some implementations, the TRC 106 is the primary energy source for the diesel-electric locomotive 104. For example, the diesel-electric locomotive 104 can refrain from using the diesel stored onboard the locomotive and instead pull energy from the TRC 106. In some implementations, the electrical charging system 100 can function as a hybrid system wherein the locomotive 104 can switch between the onboard fuel, e.g., diesel, or the energy stored in the TRC 106, e.g., the electrical energy. For example, and as mentioned below, an energy management system (EMS) 103 can direct the TRC 106 to power off and / or enter a sleep mode and can direct the ETS 102 to temporarily stop the consumption of power from an electrical grid if electric rates are high in a certain area and time such that the locomotive 104 resorts to the locomotive diesel tank. Additionally, the EMS 103 can determine and communicate that the TRC 106 hold an on-board charge while the locomotive 104 switches on the diesel generator to power electric motors. The EMS 103 can further determine and communicate that the TRC 106 receives a “trickle” of charge from the diesel generator of the locomotive 104 while the diesel generator is concurrently powering the electric motors, providing a hybrid capability. This hybrid capability can be of short duration while railroads transition from diesel to electric, or it could be a sustained long-term reality for the freight rail industry as a general compromise by regulatory agencies.

[0047] As shown in FIG. 1 , a train consist 101 can comprise a locomotive(s) 104 (c.g., a dicscl-clcctric locomotive, a battery-electric locomotive, etc.), a TRC(s) 106 tethered to the locomotive(s) 104, and typical train cars 110 (e.g., passenger train cars, freight train cars, etc.). The TRC 106 of the train consist 101 can receive electrical energy from an ETS 102 and / or transfer energy to the ETS 102. The ETS 102 can provide energy storage and a local utility connection see local utility connection 234 of FIG. 4) for the electrical charging system 100. The ETS 102 can receive electrical energy through the local utility connection to the local power grid and / or a power generation source. Electrical energy is stored in high-capacity capacitors (e.g., supercapacitors) and managed through energy regulating devices housed within the ETS 102. Within the TRC 106, the energy can be retained in onboard high-capacity capacitor modules, until such time as the adjacent, tethered locomotive is in need of a power transfer. At such time, energy is conveyed from the TRC 106 to the locomotive 104 through energy regulating devices where it is directed to locomotive traction motors and / or other onboard electrical needs. Additionally, the locomotive 104 can transfer electrical energy generated onboard the locomotive 104 through the tether 108 (also mentioned herein as a “locomotive umbilical connection) to the TRC 106. When called upon by the EMS 103, electrical energy can be conveyed via a pulse power energy transfer to or from a passing (e.g. moving in a forward and / or reverse direction) TRC 106, at and / or near normal track speed, through the high-capacity energy transfer devices. Pulse power refers to a rapid delivery of electrical energy in the form of pulses or bursts. These pulses typically have very high power levels for short durations. Systems utilizing pulse power often rely on high-energy storage devices, such as the capacitors mentioned herein or inductors, to store electrical energy before it is discharged in the form of pulses. The energy storage components (e.g., high-capacity capacitor modules) can be the type of capacitors capable of handling the high power levels and rapid charging and discharging cycles associated with pulse power applications.

[0048] The electrical energy exchanged between the TRC 106 and the ETS 102 in the system can be utilized in several different processes. For example, the ETS 102 can receive electrical energy through a utility meter. Energy can be stored in the high-capacity capacitors, managed through energy regulating devices. When signaled by the EMS 103, energy is conveyed via pulse power energy transfer to a passing TRC 106 at and / or near normal track speed, through the high-capacity energy transfer device. Within the TRC 106, the energy isretained in high-capacity capacitors, until such time as the adjacent, tethered locomotive is in need. At such time, energy is conveyed from the TRC 106 to the locomotive 104 through energy regulating devices where it is directed to locomotive traction motors 131 see FIG. 3) which provide motive power to the locomotive 104 and other on-board electrical needs. In another example, in some implementations, energy can be generated from the on-board diesel engine within the diesel-electric locomotive 104 and conveyed through the tether 108 to the TRC 106, where it is controlled through energy regulating devices and retained within high- capacity capacitors. In another implementation, energy can be generated from regenerative braking occurring within the electric traction motors 131 of the locomotive 104 and conveyed through a tether typical train cars 110 to the TRC 106, where it is controlled through energy regulating devices and retained within high-capacity capacitors.

[0049] In an example of powering the ETS 102 from the TRC 106, electrical energy can be transferred via pulse power energy transfer from high-capacity capacitors within the TRC 106 to the ETS 102 at and / or near normal track speed through the high-capacity energy transfer device (e.g., charging interfaces, transfer beam, etc.). Power can also be transferred from the locomotive 104 to the ETS 102 and surrounding area through the TRC 106. Transferring energy from the TRC 106 to the ETS 102 can support electric grid resiliency through the use of the diesel-electric engine of the locomotive 104 and the TRC 106 in a parked position at an ETS 102, sending generated energy from the diesel-electric engine through the TRC 106 to the electrical grid. The diesel-electric or battery locomotive 104 can be placed in service as an energy source with energy conveyed through the tether 108 to the TRC 106. The conveyed energy can be controlled through energy regulating devices and stored in high- capacity capacitors, followed by sustained energy transfer from the TRC 106 in a static position relative to the ETS 102, by means of the energy transfer mechanism, and further on through the utility meter to the community. The diesel-electric and / or battery locomotive 104 would serve as a real-time constant energy generator in such a configuration. The ETS 102 and surrounding area can also receive power from one or more TRCs 106. Energy stored within multiple TRCs 106 can be conveyed through the tethers 108 to a primary TRC, where it is controlled through energy regulating devices and stored in high-capacity capacitors, followed by sustained energy transfer from the primary TRC in a static position relative to the ETS 102, by means of the energy transfer mechanism, and further on through the utility meter to thecommunity. The TRC(s) 106 can function as a battery pack which can swapped out with a fully charged TRC 106 once the charge is depleted.III. Example Tender Rail Car

[0050] FIG. 2 illustrates an exemplary perspective view of the tender rail car (TRC) 106 during operation. The TRC 106 can comprise a normal rail car 107 conforming with AAR, Plate H dimensional standards (e.g., single well, double stack container- sized, or equivalent). For example, the TRC 106 can have a max height of at least 21’, at least 20’ 10”, at least 20’ 8”, at least 20’ 6”, at least 20’ 4”, at least 20’ 2”, at least 20’, at least 19’ 10”, at least 19’ 8”, or at least 19’ 6” from the top of the railroad tracks rail to the top of the TRC. In some implementations, the max height of the TRC 106 can be greater than 21’. In some implementations, the max heigh of the TRC 106 is less than 19’ 6” but greater than 0’ . In some implementations, the normal rail car 107 is a single dual-truck well car which can carry doublestacked 53’ shipping containers.

[0051] The TRC 106 can include a TRC charging system 112 comprising one or more power blocks 114 stacked atop one another, an energy transfer unit 116, and / or an energy transfer pickup 118 for energy transfer to / from the ETS 102. The one or more power blocks 114 can store, manage, and / or output energy. The TRC 106 can house energy storage devices (as shown in FIG. 5) comprised of high-capacity capacitor modules 120 (e.g., capacitors, supercapacitors, etc.) and power regulating devices 122 (e.g., energy regulating devices) within the power blocks 114. In some implementations, the high-capacity capacitor modules 120 can include the onboard sensors 130 such that the onboard sensors 130 described below are housed alongside the capacitors and / or supercapacitors.

[0052] The energy transfer pickup 118 can include charging interfaces 119 which can transition from a stored position to a transfer position. In some implementations, the charging interfaces 119 can be disposed on a surface that can raise and / or lower to adjust the heights of the charging interfaces 119. In the stored position, the charging interfaces 119 can satisfy height regulations to avoid potential collisions. During the transition to the transfer position, the charging interfaces 119 can raise from the stored position and lock into place while also having freedom to adjust within a set tolerance. In some implementations, a hydraulic system (e.g., piston causing movement) can cause upward rotational movement of a supporting arm attached (e.g., mechanically attached) to the charging interfaces 119 such thatthe charging interfaces 1 19 moves into the energy transfer position. The charging interfaces 119 can further include a frangible breakaway coupling system for failsafe. The charging interfaces 119 can be in electrical communication with the power supplies. The charging interfaces 119 can comprise various conductive metals suitable for transferring and / or receiving electrical energy from the energy transfer beam of the ETS amid a multitude of other factors. For example, the conductive metal of the energy transfer pickup 118 can include copper, silver, aluminum, gold, nickel, alloys such as brass and bronze, tungsten, platinum, etc. In some implementations, the charging interfaces 119 can include one or more features configured to enhance electrical contact and / or reduce wear, such as a ski-shaped contact surface, spring-loaded copper pucks positioned along its underside to establish electrical connection with an energy transfer beam (e.g., an energy transfer beam 236), and / or a copper wheel element configured to roll along the contact surface to minimize friction and sliding. The conductive metal can be disposed on a base 124 having various electrical components suitable for high amperage and for handling the electrical energy pulse transfer. The base 124 can be attached to an articulating device, such as mechanical arms, that causes the base 124 to raise and / or lower and / or a hydraulic system housed within the TRC 106 that raises and / or lowers the base 124. The energy transfer unit 116 can further include a transfer indicator unit. The transfer indicator unit can be positioned above the energy transfer unit 116. The transfer indicator unit can determine when the energy transfer beam 236 described below make connect with the charging interfaces 119.

[0053] The TRC 106 can further include an onboard processor 126 (shown in FIG. 6) that is adapted for self-monitoring and autonomous operation without input from a railroad operating crew. The TRC 106 can also include a wireless transmitting device 128 with remotein communications and control capabilities. The processor 126 can be connected to the wireless communication device 128 for transmitting data without physical connections. The wireless communication device 128 can comprise a transmitter that converts information into signals and a receiver to capture and process signals. Both the transmitter and receiver can include antennas for signal transmission and reception. The TRC 106 can also be equipped with onboard sensors 130 and equipment capable of broadcasting the current status. In some implementations, the onboard sensors 130 can be configured to monitor the general health of the TRC and generate system alerts, the location and / or traveling direction of the TRC, thecharge status of the TRC 106 onboard energy storage, and / or the energy usage (e.g., energy transferred to the locomotive or other TRC’s through a tether). The onboard sensors 130 can be disposed and / or positioned throughout the TRC 106 for monitoring various components. For example, one or more of the onboard sensors 130 can be in communication with the high- capacity capacitor modules 120 for monitoring the charge level, health, charging status, etc. of the 120. In another example, the onboard sensors 130 can monitor the energy transfer unit 116 such as whether the base 124 is in the storage or transfer position, whether the charging interfaces 119 are in communication with the pulse power energy transfer components of the ETS 102, and / or the direction of the pulse power energy transfer traveling through the energy transfer unit 116.

[0054] As previously described, the TRC 106 can be in mechanical and / or electrical communication via the tether 108 to a locomotive 104 (e.g., diesel-electric, battery, etc.) and / or additional TRC’s to form a chain of TRC’s as part of the train consist 101. The locomotive 104 can include a conversion pack 105 (see FIG. 3) that is installed on the locomotive 104 to convert the locomotive 104 (e.g., an existing locomotive) to operate via the electrical charging system 100. The conversion pack 105 can include the equipment that processes date and sends commands back to the TRC 106 and the onboard power source of the locomotive 104. The conversion pack 105 can be further be in electrical communication with the power source 129 (e.g., diesel-electric engines, electric power, etc.) of the locomotive 104. The power source 129 can provide power to the conversion pack 105 and / or the traction motors 131 of the locomotive 104. The tether 108 connecting the TRC 106 to the locomotive 104 can transfer electrical energy to and / or from the locomotive 104. The tether 108 can be removeably coupled to the locomotive 104 such that the tether 108 can be unplugged from the locomotive 104 when not in service. Additionally, the tether 108 can communicate data between the TRC 106 and locomotive 104 such as whether an accident has been detected, the charge status of the TRC 106, the power consumption and rate of transfer of the locomotive 104, and so on.

[0055] The tether 108 can comprise multiple components suitable for voltage requirements, current carrying capacity, durability, flexibility, and / or safety. The tether 108 can include power conductors, such as high-gauge wires capable for handling the transfer of the electrical energy form the TRC 106 to and / or from the locomotive 104. Additionally, the tether 108 can include signal conductors of lower-gauge wires for transmitting control signals,data, and / or communication between the TRC 106 and locomotive 104. The power and signal conductor can be surrounded by an insulation material to prevent electrical shorts and / or protect against environmental factors such as moisture, temperature variations, and / or physical wear. Additionally, electrostatic shielding, such as a braided and / or foil shield, can be included in the tether 108 to protect against electromagnetic interference (EMI), allowing for clean signal transmissions. The tether 108 can further include an outer jacket comprising a durable and / or flexible material which can protect the internal components (power and signal conductors, insulation material, electrostatic shielding, etc.) from physical damage, UV radiation, chemicals, and / or other environmental factors. The tether 108 can be rated for the maximum voltage and current that the tether 108 would carry to ensure that the tether 108 can handle the power requirements without overheating or degrading. As mentioned above, the tether 108 can include connectors on both ends for repeated coupling and uncoupling and to allow for a secure and reliable connection.

[0056] The tether 108 can also include one or more safety features, including components such as fuses and / or circuit breakers to protect against overloads and short circuits, along with grounding and shielding to protect against electric shocks and / or interference. The tether 108 can possess high tensile strength to withstand pulling and tension forces during operation. For example, an exemplary tether 108 can include four 12 AWG copper wires rated for 600V and 30A each for power conductors, and eight 20 AWG copper wires for data and control signals. The power conductors can be insulated with cross-linked polyethylene (XLPE), while the signal wires can utilize PVC insulation. The tether 108 can further include aluminum-polyester foil shielding with a drain wire for grounding, and / or a thermoplastic elastomer (TPE) outer jacket for flexibility and durability. Connectors rated at IP67 with locking mechanisms can provide for a secure attachment, allowing the tether 108 to handle the power requirements and environmental conditions typical in train operations, while maintaining safety and performance standards.

[0057] As shown in FIG. 4 illustrating the TRC 106, The tether 108 can include a tether pack 109 (e.g., an umbilical pack) for connecting the tether 108 between the locomotive 104 and / or TRC 106. The tether pack 109 can include the equipment to complete the connection to the locomotive 104. Additionally, the TRC 106 can include a tether packreceptacle 111 (e.g., an umbilical pack receptacle) on either end of the power blocks 114 that receives the tether pack 109.

[0058] FIG. 3 illustrates an exemplary side schematic of the TRC 106 and locomotive 104 described above. The TRC 106 can comprise a standard container well railcar, a modified box railcar, and / or any suitable railcar. As illustrated in FIG. 3, the TRC 106 can include one or more power blocks 114 and an energy transfer unit 116. The power blocks 114 can be built on a skeleton 121 (see FIG. 10) which provides the structure and housing for coolant passageways, communication buses, and power buses. The power blocks 114 can house one or more modular high-capacity capacitor modules 120 (see FIG. 5) and power regulating devices 122 (see FIG. 5). The high-capacity capacitor modules 120 can have capacitances ranging from several farads (F) to thousands of farads as compared to standard capacitors having capacitances measured in microfarads (pF) or millifarads (mF). The high- capacity capacitor modules 120 can store and release energy quickly and efficiently. Unlike batteries, which store energy through chemical reactions, the high-capacity capacitor modules 120 can store energy electrostatically, which allows for rapid charging and discharging cycles without significant degradation over time. The electrical energy can be stored in an electromagnetic field created within the capacitors rather than within the bonds of chemical compounds of conventional batteries. Also, the high-capacity capacitor modules 120 can have a longer cycle life compared to batteries because the high-capacity capacitor modules 120 do not rely on chemical reactions that degrade over time. The electromechanical process thus makes the high-capacity capacitor modules 120 suitable for applications where frequent charging and discharging are required, such as energy storage in energy storage systems. The high-capacity capacitor modules 120 can also deliver high power outputs due to their low internal resistance and can also operate in a wider variety of temperatures than batteries.

[0059] As shown in FIG. 3, the energy transfer unit 116 can be stacked atop the one or more power blocks 114. An energy transfer pickup 118 can be positioned on a top surface of the energy transfer unit 116. The energy transfer pickup 118 can comprise charging interfaces 119 disposed on and / or within the energy transfer unit 116. As previously mentioned, the tether 108 can electrically connect the TRC 106 and the locomotive 104.

[0060] FIG. 4 illustrates a side schematic exploded view of the TRC 106, and FIG. 5 illustrates an exemplary front schematic view and an exemplary exploded front schematicview of the TRC 106. The power blocks 114 can include block alignment pins 1 15 atop the power blocks 114 for aligning the one or more power blocks 114 atop one another as well as the energy transfer unit 116 positioned above the one or more power blocks 114. The power blocks 114 can further include block contact pins 117 for connecting the one or more power blocks 114 and the energy transfer unit 116 when stacked on top of each other. The block contact pins 117 can extend from the top of the one or more power blocks 114 to the bottom of the one or more power blocks 114, which are connected to adjacent bus bars.IV. Example Energy Transfer Station

[0061] FIG. 6 illustrates an exemplary perspective side view of the energy transfer station (ETS) 102. FIG. 7 illustrates an exemplary perspective top view of the energy transfer station (ETS) 102. The ETS 102 can be fixed and / or portable and can be in proximity to the railroad track traveled on by the TRC 106. Similar to the TRC 106, the ETS 102 can include energy storage devices comprised of modular high-capacity capacitors 220 (e.g., supercapacitors) and power supplies 222 for storing electrically energy on-site. The high- capacity capacitors 220 can be similar and / or identical to those described in reference to FIG. 3. The ETS 102 can further include a station component housing 232 which can house the high-capacity capacitor modules 220 and / or power supplies 222. The station component housing 232 can be composed of one or more power blocks 214, which can be similar- and / or identical to the power blocks 114. The power blocks 214 can be positioned trackside and stores, manages, and / or outputs energy. The ETS 102 can further include a processor 226 adapted for self-monitoring and autonomous operation without input from a railroad operating crew. The processor 226 can be connected to a plurality of sensors 230 with current-status broadcast to internally monitor the state of charge and / or system health and externally monitor the approach of the train consist 100. The ETS 102 can also include a wireless transmitting device 228 having remote-in communications and control capabilities. The station component housing 232 can include a local utility connection 234. The local utility connection 234 can be connected to an electric utility or a point of electrical generation via one or more connection. The ETS 102 can be in electrical communication with a substation 244 on the local electrical utility that connects the local utility power via the local utility connection 234 to the ETS 102. Additionally, a power utility meter 246 can be a meter that monitors the ETS 102 connection to the power utility infrastructure.

[0062] As shown in FIGS. 6 and 7, the ETS 102 can include a device for rapid energy transfer between the ETS 102 and the TRC 106. The device for rapid energy can be an energy transfer beam 236 one the train track 113 which interfaces with the TRC 106 to move energy through the electrical charging system 100. The energy transfer beam 236 can be supported above the train consist 101. For example, the energy transfer beam 236 can be supported by one or more column supports 238 such that the train consist 101 can travel below the energy transfer beam 236. In some implementations, the energy transfer beam 236 can hang from an overhead structure that extends over the train tracks to provide additional lateral clearance around the train tracks. During the pulse energy transfer, the energy transfer pickup 118 of the TRC 106 via the charging interfaces 119 can contact and / or communicate with the energy transfer beam 236 to deliver and / or receive a pulse power energy transfer. In some implementations, the energy transfer pick up 118 directly contacts the energy transfer beam 236. The lowest point of the energy transfer beam 236 can correspond to the height of the TRC 106. In some implementations, the height of the energy transfer beam 236 can correspond to the height of the energy transfer pickup 118 of the TRC 106. Additionally, the height of the energy transfer beam 236 can correspond to the height of the energy transfer pickup 118 of the TRC 106 in a transfer position. For example, the lowest point of the energy transfer beam can be at least at least 21’, at least 20’ 10”, at least 20’ 8”, at least 20’ 6”, at least 20’ 4”, at least 20’ 2”, at least 20’ , at least 19’ 10”, at least 19’ 8”, or at least 19’ 6” from the top of the railroad tracks rail to the bottom of the energy transfer beam. In some implementations, the max height of the energy transfer beam 236 can be greater than 21’. In other implementations, the max heigh of the TRC 106 is less than 19’ 6” but greater than O’. In other implementations, the energy transfer beam 236 can be raised and / or lowered.V. Examples of the Charging, Power Transfer, and Storage Systems

[0063] FIG. 8 illustrates an exemplary schematic front view of the charging interface between the TRC 106 and ETS 102. As shown in FIG. 8, the energy transfer beam 236 can include an energized electrode 242 that interfaces with the charging interfaces 119 of the TRC 106. The energized electrode 242 can facilitate the transfer of energy between the TRC 106 and the ETS 102. The energized electrode 242 can be composed of three electrodes 242a-c on the energy transfer beam 236. Two of the electrodes 224a-c can be negative (e.g., electrodes 242a, 242c) and one can be positive (e.g., electrode 242b). The electrode 242b canbe centered over railroad tracks, and the electrodes 242a, 242c can be offset to either side of the electrode 242b. The charging interfaces 119 can also include corresponding electrodes (c.g. a positive electrode and a negative electrode) that interface with the energized electrode 242 regardless of the directions the train consist 101 is travelling.

[0064] FIG. 9 illustrates a schematic of the energy storage systems 140, 240 of the TRC 106 and the ETS 102. The energy storage system 140 of the TRC 106 can comprise a plurality of high-capacity capacitor (e.g., supercapacitor) modules 120 and power supplies (e.g., energy regulating devices) in electrical communication with the high-capacity capacitor modules 120. In some implementations, the high-capacity capacitor modules 120 can be positioned between the power regulating devices 122. The high-capacity capacitor modules 120 can be banked and grouped together within one or more power blocks 114 of the TRC 106. The individual capacitors of the high-capacity capacitor modules can be grouped together (e.g., through a rack and stack system) and electrically connected to one another via a central bus bar (e.g., a power bus and / or a communication bus). The central bus bar can be located along a central plane of the power blocks and extending a length of the TRC 106. In some implementations, the TRC 106 can include additional bus bars either above and / or below the central bus bar for additional connections and / or to provide redundancy features. In some implementations, the central bus bar is disposed along a bottom of the power blocks 114.

[0065] The individual capacitors of the high-capacity capacitor modules 120 can be connected in a series circuit and / or a parallel circuit. Each individual capacitor within the high-capacity capacitor modules 120 can be individually removed and / or replaced for any reason allowing for improved maintenance, flexibility, and / or safety. Additionally, each high- capacity capacitor modules 120 can also be removed and / or replaced. For example, the TRC 106 can include an access point (e.g., slot, aperture, etc.) on a first lateral side and a second lateral side opposite the first lateral side for allowing access to the individual capacitor and the high-capacity capacitor modules 120 for insertion and / or removal. The TRC 106 can include an access point (e.g., slot, aperture, etc.) on an upper side of the TRC 106 rather than lateral sides. The access point can include a cover, such as a sliding door and / or hatch that slidably opens and closes, a roll-up door, an accordion-style door, etc. to protect and / or secure the high- capacity capacitor modules 120 during movement and to allow for ease of access for maintenance or swapping of the individual capacitors and / or high-capacity capacitor modules120. In some implementations, the cover can be manually moved. In some implementations, the cover can be moved automatically and / or by remote control. The configuration of the individual capacitors, of which many different variations exist based on design specifications, can depend on various factors such a size constraints, power requirements, etc. Additionally, the high-capacity capacitors modules 120 can include protection circuitry comprising fuses, diodes, etc., as part of a module level BMS. The module BMS can monitor state of health (SOH) characteristic of each capacitor based on information from a capacitor level BMS. The capacitor module BMS can individually control each capacitor. Further, individual capacitors can be isolated based on information from the BMS. The module BMS can compile and send intelligence to a system controller to help manage the energy storage system 140 of the TRC 106.

[0066] The power regulating devices 122 of the TRC 106 can receive and / or discharge the energy stored in the high-capacity capacitor modules 120. The power regulating devices 122 can include a management system that monitors and manages the high-capacity capacitor modules. For example, the power regulating devices 122 can receive an incoming electrical charge from the energy transfer pickup and / or the locomotive 104 through the tether 108 (e.g., umbilical connection) and distribute the electrical charge amongst the high-capacity capacitor modules 120. The power regulating devices 122 can distribute the electrical energy based at least on sensor data collected on board the TRC 106. The power supplies can also discharge the stored electrical energy by identifying the energy levels of the high-capacity capacitor modules 120 and selecting the high-capacity capacitor modules 120 having higher and / or highest charge values. The power regulating devices 122 can also regulate the energy levels of the high-capacity capacitor modules by communicating with the capacitor module BMS. The power regulating devices 122 can also manipulate the voltage and amperage of the electrical charge for sending to the locomotive 104. The power regulating devices 122 can include components that control and / or regulate the flow of energy to and from the high- capacity capacitor modules 120. For example, the power regulating devices 122 can include voltage regulators to maintain a stable output voltage despite changes in input voltage or load conditions. The voltage regulators can protect sensitive electronic components by providing a consistent voltage level. Additionally, the voltage regulators can step down (buck) or step up (boost) input voltage to provide a consistent output voltage. The power regulating devices 122can also include transformers. The transformers transfer electrical energy between two or more circuits through electromagnetic induction to adjust voltage levels for transmission and distribution. The transformers can step up or step down voltage levels depending on the number of turns in the primary and secondary windings. In some implementations, the power regulating devices 122 can include voltage multipliers that generate output voltages higher than the input voltage by using a combination of capacitors and diodes to charge and discharge energy in a series of stages. In some implementations, the power regulating devices 122 can also include inverters to convert DC power to AC power, depending on the configuration of the energy storage system 140 of the TRC 106.

[0067] As previously mentioned above, the energy storage system 140 of the TRC 106 can be connected to one or more charging interfaces 119 of the energy transfer pickup 118. The charging interfaces 119 can be in electrical communication with the power regulating devices 122. The charging interfaces 119 can comprise various conductive metals suitable for transferring and / or receiving electrical energy from the energy transfer beam 236 of the ETS 102 while the TRC 106 is in motion regardless of the direction of the TRC 106. For example, the conductive metal can include copper, silver, aluminum, gold, nickel, alloys such as brass and bronze, tungsten, platinum, etc. The conductive metal can be disposed on a base having various electrical components suitable for high amperage and for handling the electrical energy pulse transfer. The base can be attached to an articulating device such as mechanical anus that cause the base to raise and / or lower and / or a hydraulic system housed within the TRC 106.

[0068] FIG. 10 illustrates a schematic elevation and plan view of the energy storage components of the TRC 106. FIG. 11 illustrates a schematic perspective view of the high- capacity capacitor modules 120 of the energy storage components of the TRC 106. FIG. 12 illustrates a schematic perspective view of the energy storage components and cooling system of the TRC 106. FIG. 13 illustrates a schematic cross-section of the contact pin 153. As mentioned above, the power blocks 114 can include a plurality of high-capacity capacitor modules 120 which contains electromechanical energy storage devices in the form of capacitors and / or supercapacitors, and sensors for measuring overall system health and wellness such as voltage and temperature. For example, the high-capacity capacitor modules 120 can include high-capacity capacitor modules, power supplies components, and / or onboard sensors.

[0069] The one or more power blocks 1 14 of the TRC 106 can include cache wells 152 for housing and supporting the plurality of high-capacity capacitor modules 120. The high- capacity capacitor modules 120 can be placed into the cache wells 152 of the power blocks 114 via multiple directions, such as horizontally or vertically as shown in FIG. 12. The cache wells 152 can also provide for the structure and housing for coolant passageways. Each of the high-capacity capacitor modules 120 can include a contact shield 151 to protect the high- capacity capacitor modules 120 during insertion into the cache wells 152.

[0070] As shown in FIG. 12, in some implementations, each of the power blocks 114 housing the high-capacity capacitor module 120 can include an active cooling system 160 to manage heat generation and regulate the temperature of the individual capacitors for optimal and / or improved performance. The active cooling system 160 can comprise of several components working in tandem to maintain intended or optimal operating temperatures. For example, the active cooling system 160 can include a variety of heat sinks directly and / or indirectly attached to the high-capacity capacitor modules 120 to facilitate heat transfer. The heat sinks can be comprised of materials such as aluminum and / or copper for their high thermal conductivity. The heat sinks can be paired with a thermal interface material, such as high- performance thermal grease or pads, to eliminate and / or minimize air gaps and improve heat conduction.

[0071] In some implementations, the active cooling system 160 can include a fluid (e.g., gas, liquid, etc.) cooling loop. The fluid cooling loop can include a dielectric coolant flowing through the fluid cooling loop that is non-conductive and / or highly effective at transferring heat. The fluid cooling loop can comprise flexible, durable piping, a pump to ensure steady coolant flow, a heat exchanger to dissipate absorbed heat to the external environment, and / or a reservoir to manage coolant levels and / or thermal expansion. In some implementations, the active cooling system 160 can further include fans 162, as shown in FIG. 12, to enhance airflow through the heat exchanger as well as air ducts to direct said airflow over the heat sinks and through the heat exchanger, optimizing the cooling process. Temperature sensors of the onboard sensors 130 can be placed on the high-capacity capacitor modules 120 and within the cooling system can monitor real-time temperatures. The onboard processor 126 and / or an intelligent control system can adjust fan speeds, pump flow rates, and / or coolant temperature based on the received feedback to maintain safe operatingconditions. To allow for continuous operation, the active cooling system 160 can incorporate redundant pumps and fans to guard against component failures. The active cooling system 160 can be designed to withstand the vibrations and shocks inherent in a moving train, with components accessible for regular maintenance and replacement. By optimizing for energy efficiency, the active cooling system 160 can minimize power consumption while providing cooling, ensuring that the high-capacity capacitor modules 120 operate reliably and efficiently.

[0072] An energy storage system 240 of the ETS 102 can comprise similar components as the energy storage system 140 of the TRC 106. For example, the ETS 102 can include a plurality of high-capacity capacitor modules 220 and power supplies 222 (e.g., regulating devices) which can be similar and / or identical to that of the electrical storage components housed in the TRC 106. Additionally, the ETS 102 can include an energy transfer beam 236 electrically connected to the power supplies 222 and an electric utility connection 238 also in electrical communication with the power supplies. Similar to the high-capacity capacitor modules 120 of the TRC 106, the high-capacity capacitor modules 220 of the ETS 102 can be comprised of individual capacitors. In some implementations, the high-capacity capacitor modules 220 can be positioned between the power supplies 222. The high-capacity capacitor modules can be banked and grouped together in various configuration. As mentioned herein, the energy transfer beam 236 can transfer and / or receive energy power pulses. The energy transfer beam 236 can comprise a conductive material (e.g., copper) along a length and width of a bottom surface. The energy transfer beam 236 can have a length approximately between 5 feet to 50 feet, between 10 feet and 45 feet, between 15 feet and 40 feet, between about 20 feet and 35 feet, or between 25 feet and 30 feet. In some implementations, the length of the energy transfer beam 236 can be greater than 50’ . In some implementations, the length of the energy transfer beam 236 can be less than 5’ but greater than 0’ .

[0073] As illustrated in FIG. 13, additionally, each of the cache wells 152 can include contact pins 153 positioned at the bottom of each of the cache wells 152 for connecting the plurality of high-capacity capacitor modules 120 to the power bus 154 of the power blocks 114. Each of the high-capacity capacitor modules 120 can include a contact pin received for attaching to the contact pin 153. The contact pin 153 can include a pin shield 155 to provide protection to the contact pin 153. The pin shield 155 can include an indexing chamfer 157 having a beveled edge and / or angled cut for alignment and / or positioning of the high-capacitycapacitor modules 120 onto the contact pin 153. The chamfer can allow the high-capacity capacitor modules 120 to be oriented or "indexed" into place, ensuring it aligns correctly with the contact pin 153. The indexing chamfer 157 can further facilitate smoother insertion onto the contact pin 153 and reduce wear on the components involved. The indexing chamfer 157 can also be a fail-safe to ensure that the high-capacity capacitor modules 120 are not inserted and / or connected incorrectly to the contact pin 153, which could short the contact pin 153 and / or the power blocks 114. The contact pin 153 can also be connected to a communication bus 156 of the power blocks 114. The a communication bus 156 can provide communication connections between the plurality of high-capacity capacitor modules 120 (e.g., between the sensors 130) and a communication pack 158. The communication pack 158 can be mounted onto the TRC 106 and can house the wireless transmitting devices 306 (e.g., processing, transmission, and receiving devices required of the bi-directional wireless communication network 300 described below) of the TRC 106.VI. Example Energy Management System

[0074] FIGS. 14A-14C illustrates a schematic block diagram of the energy management system (EMS) 103 for monitoring and / or controlling the energy transfer of the train charging system 100 (e.g., one or more TRC(s) 106, one or more ETS(s) 102, local utilities 234, railroad dispatch 308, etc.,). The EMS 103 can provide rail system-wide equipment monitoring and control to manage energy in order to move train consists along a track corridor. Additionally, the EMS 103 can distribute available energy to all anticipated trains over a given time period. The EMS 103 can maintain and / or regulate the energy storage 104 of the TRC 106 and / or the energy storage systems 240 of ETS 102 by monitoring and / or controlling the energy transfer mechanisms, managing and / or monitoring energy transfer rates and / or prices, and / or monitoring and setting energy storage levels. During operation, the EMS 103 can receive data, determine charge needs based on train data and in-line station location and / or demands, and / or output commands. Additionally, a railroad dispatch 308 can provide train traffic data and / or route data to the EMS 103 such that the EMS 103 can anticipate rail traffic and adjust accordingly.

[0075] From data collected from onboard sensors 130, 230, the EMS 103 can also document and store performance data of the TRC 106 and ETS 102. The EMS 103 can provide output reports to third-party participants related to the data gathered by the EMS 103. As shownin FIG. 14A, the EMS 103 can include a bi-directional wireless communication network 300 between a central control room 302 (also mentioned herein as a “hub”) and the ETS 102 and TRC 106. The central control room 302 can include a master processing unit 304 in communication with wireless transmitting devices 306 for transmitting data without physical connections. The wireless communication devices 306 can comprise a transmitter that converts information into signals and a receiver to capture and process signals. Both the transmitter and receiver can include antennas for signal transmission and reception. The master processing unit 304 can act as a central communication point that manages and coordinates interaction between the various wireless systems (e.g., the wireless systems of the TRC and ETC).

[0076] As mentioned above, the TRC 106 can include an onboard processor 126 and wireless communication device 128. The onboard processor 126 can be connected to the wireless communication device 128 for transmitting data without physical connections. The wireless communication device 128 can comprise a transmitter that converts information into signals and a receiver to capture and process signals. The TRC 106 can be in wireless contact with the central control room 302 during, before, and / or after operation. The onboard sensors 130 of the TRC 106 can relay health and status information to the bi-directional wireless communication network 300 which can be communicated to the central control room 302. For example, in some implementations, the onboard sensors 130 can monitor the general health of the TRC 106, the location and / or traveling direction of the TRC 106, the charge status of the on-board energy storage (e.g., high-capacity capacitor modules 120), and / or the energy usage (e.g., energy transferred to the locomotive or the TRC 106 through the tether 108) which can then be transformed into signal broadcasted to the central control room 302.

[0077] Similar to the TRC 106, the ETS 102 can include a processor 226 and wireless communication capabilities. The processor 226 can be connected to a wireless transmitting device 228 for transmitting data without physical connections. The wireless transmitting device 228 can comprise a transmitter that converts information into signals and a receiver to capture and process signals. The ETS 102 can be in wireless contact with the central control room 302 during, before, and / or after operation. The plurality of sensors 230 of the ETS 102 can relay health and status information to the wireless system 300 which can be communicated to the central control room 302. For example, in some implementations, the plurality of sensors 230 can monitor the general health of the ETS 102, local utility rates, thecharge status of the on-site energy storage (e.g., high-capacity capacitor modules 220), and / or the energy usage (e.g., energy transferred to and / or from the TRC 106) which can then be transformed into signal broadcasted to the central control room 302.

[0078] The EMS 103 can collect data from the TRC 106, ETS 102, and / or railroad dispatch 308 continuously, at certain intervals, and / or once a request is triggered and transfer said information to the central control room 302 to be processed by the master processing unit 304. The central control room 302 can monitor and receive data from one or more TRCs 106 and / or ETSs 102 simultaneously such that the central control room 302 is monitoring a railway network encompassing multiple train consists. In some implementations, little to no processing occurs at either the TRC 106 and / or ETS 102 but rather the central control room 302 performs the bulk and / or all of the processing of the EMS 103. In some implementations, the TRC 106 and / or ETS 102 can perform part and / or all of the processing and transmit the processed date to the central control room 302 through the bi-directional wireless communication network 300. The master processing unit 304 can aggregate the transmitted data and make determinations based on the sensed parameters of the TRC 106 and / or ETS 102. For example, the EMS 103 can monitor activity on its allocated network such as the volume and / or direction of train consists. The EMS 103 can generate commands to those train consists traveling in said direction so that said train consists receive more energy than those train consists traveling in a different direction at least in pail because of the sensed parameters.

[0079] The EMS 103 can additionally monitor the cost of power utilities local to each ETS 102 and can determine the opportune time for energy acquisition to charge the high- capacity capacitor modules 220. The cost of electrical energy in a geographic area (city, county, etc.) can vary as a function of, among other factors, the season (summer, winter, etc.), time of day (peak time, off-peak time, etc.), the rate of energy consumption (power), etc. Thus, the EMS can monitor the availability of electrical energy at each location, prices during different times of day, and the cost of that power to minimize costs, avoid surges, and / or optimize the cost effectiveness of overall system. Location marginal pricing at each ETS can take advantage of the best price for the transfer of power. Additionally, the EMS can decide that due to high electrical rates in certain locales, the EMS can direct a TRC to switch off and instead command the locomotive to use its local fuel source and / or continue operating on its current charge.

[0080] Furthermore, the EMS 103 can monitor the health and status of TRC 106 and ETS 102, including requesting and / or logging maintenance and service history. For example, the EMS 103, through data gathered from the TRC 106 and ETS 102 can generate service and maintenance alerts. Additionally, if the EMS 103 determines that a TRC 106 is malfunctioning or requires service, the EMS 103 can generate a command to the TRC 106 to power down and enter a sleep state until the TRC 106 is repaired. For example, the EMS 103 can power down the TRC 106 such that it does not request power and / or transmit data which can skew the data received by the master processing unit 304. Once directed to be repaired, the locomotive 104 and / or a shunter train can deliver the TRC 106 to an appropriate railyard and / or maintenance facility. During maintenance, one or more of the power blocks 114 and / or energy transfer units 116 can be removed from the TRC 106 for repair and / or maintenance can be performed on the TRC 106 as is.VII. Example Process Flow Charts

[0081] FIG. 15 is a graphical flow chart illustrating an example process 700 for determining whether to transfer electrical energy from an ETS 102 to a TRC 106. The process can be performed by the EMS 103. At step 710, as a TRC 106 approach an ETS 102, a station approach indicator of the onboard sensors 130 of the TRC 106 can trigger the charging process to commence. At step 715, the EMS 103 can evaluate the charging status as well as the health of the approaching TRC 106 from the data collected from the onboard sensors 130 of the TRC 106. The data can include various factors as described herein. If no TRC 106 is approaching an ETS 102, the onboard sensors 130 of the TRC 106 continue to communicate data to the EMS 103 via the bi-directional wireless communication network 300.

[0082] At step 720, the EMS 103 can analyze the collected data to determine whether the TRC 106 needs to be charged and whether the high-capacity capacitor modules 120 are operational and / or functional. The EMS 103 can also consider whether other train consists are traveling on the same corridor as well as the direction of the train consist. The EMS 103 can also consider the available energy at the EMS 103 such as if the ETS 102 completed a charge and has yet to re-load or the ETS 102 completed a charge, and local power is deemed cost undesirable. The EMS 103 can consider train priority of multiple trains traveling in the same direction can dictate which trains are charged. The EMS 103 can consider beyond an ETS 102, such as if a train is leaving the network to a third-party rail system notparticipating in Pulse Point Technology. The EMS 103 can consider grade (e.g., slope) of a route beyond the ETS 102, when multiple routes beyond the ETS 102 exist. Additionally, the EMS 103 can consider a situation where multiple train consists 101 are passing an ETS 102 in close succession and / or where the train is to enter an environmentally challenged community (e.g., port, industrial zone). If the EMS 103 determines that the TRC 106 is to be charged, the process continues to the step 725. However, if the EMS 103 determines that charging the TRC 106 is not needed, the process 700 is complete, and the TRC 106 bypasses the ETS 102. Additionally, at step 720, the EMS 103 can evaluate the health of the energy storage system 140 of the TRC 106 to determine if the energy storage system 140 is safe to charge. At step 730, ff the EMS 103 determines that there is an error and / or the energy storage system 140 is damaged, the EMS 103 can command the TRC 106 to deactivate the damaged high-capacity capacitor modules 120 and / or flag the TRC 106 for maintenance.

[0083] At step 725, the EMS 103 can transmit a signal to charge the TRC 106. The EMS 103 can transmit a command the TRC 106 to raise the charging interfaces 119 disposed on a surface into charging position from the stored position. Additionally, the TRC 106 can be instructed to activate contact indicators of the onboard sensors 130 on and / or near the charging interfaces 119 for identifying the transfer beam 236 of the ETS 102. The EMS 103 can also transmit a signal to the ETS 102 to activate the energy transfer beam 236 in preparation for a pulse power energy transfer. In some implementations, the energy transfer beam 236 can be instantaneously ready to transfer power to the TRC 106. In some implementations, the energy transfer beam 236 can undergo a warm-up period in which the energy transfer beam 236 is brough to its intended or optimal operating temperature.

[0084] At step 735, the contact indicators of the onboard sensors 130 can determine whether the charging interfaces 119 of the TRC 106 have contacted the energy transfer beam 236 of the ETS 102. In some implementations, the charging indicators can determine if the charging interfaces 119 have fully contacted the energy transfer beam 236 before electrical energy is transferred. If the charging indicators determine that there is contact between the charging interfaces 119 and the energy transfer beam 236, the process 700 continues to step 740. In some implementations, once complete contact is verified, the charging process is initiated with a controlled ramp-up of amperage rather than immediately applying full power, thereby reducing transient surges and mitigating arc formation (further discussed below).Similarly, prior to termination of charging, the current may be gradually reduced to zero before the energy transfer pickup 118 lowers the charging interfaces 119, breaking contact with the energized electrode 242 in a controlled manner. The EMS 103 can utilize various types of sensors to make this determination, including but not limited to near-field communication (NFC) sensors, proximity sensors, GPS sensors, continuity sensors, or combinations thereof. If the contact indicators do not locate the energy transfer beam 236, the charging process 700 is terminated. The process 700 can be terminated as a safety precaution, and the charging interfaces 119 can be lowered to their storage position.

[0085] At step 740, the ETS 102 charges the TRC 106. If the TRC 106 is fully charged or when the charge level (e.g., amount and / or percentage of charge stored in the energy storage system 140) satisfies a threshold, the EMS 103 can instruct the ETS 102 to turn off the energy transfer beam 236 prior to the charging interfaces 119 separating from the energy transfer beam 236. Once the energy transfer beam 236 is powered down, the charging interfaces 119 can disengage from the energy transfer beam 236 and return to the storage position. The process 700 is then terminated at step 745. The process 700 can repeat for as many times as needed and / or as directed by the EMS 103.

[0086] FIG. 16 is a graphical flow chart illustrating an example process 800 for determining whether to transfer electrical energy from a local utility connection 234 to an ETS 102 and whether the ETS 102 is operational and ready to transfer said electrical energy to a TRC 106. The process can be performed entirely or partly by the EMS 103. To begin, at step 810, the ETS 102 along a railroad line can be identified as being in service. The EMS 103 can also determine whether any TRCs 106 are traveling on said railroad line such that the ETS 102 is to remain charged and ready for service. The EMS 103 can monitor railroad traffic and / or predict energy needs along railroad lines to ensure that those ETS 102 are ready and / or to inform the TRCs 106 that charging is not available (e.g., the diesel-electric locomotive 104 will rely on its fuel reserves).

[0087] At step 815, the EMS 103 analyzes the collected data from the plurality of sensors 230 to determine whether the ETS 102 needs to be charged and / or whether the high- capacity capacitor modules 220 are operational. If the EMS 103 determines that the ETS 102 is to be charged, the process continues to step 820. However, if the EMS 103 determines that charging the ETS 102 is not needed, the process 800 is complete. Additionally, at step 820, theEMS 103 can evaluate the health of the energy storage systems 240 of the ETS 102 to determine if it is safe to charge the ETS 102. At step 830, if the EMS 103 determines that there is an error and / or the energy storage systems 240 is damaged, the EMS 103 can command the ETS 102 to deactivate the damaged high-capacity capacitor modules 220 and / or flag the ETS 102 for maintenance.

[0088] At step 825, the EMS 103 can analyze and / or compute the potential costs of charging the ETS 102 and the optimal time to charge the ETS 102. The EMS 103 can monitor local power utilities to optimize the charging of the ETS 102 and / or to avoid any unnecessary costs. As mentioned above, the EMS 103 can consider various factors such a peak demand times, historical use of the ETS 102, anticipated charging needs, etc.

[0089] At step 830, the EMS 103 can consider the data gathered in the previous steps to determine whether it is acceptable to charge the high-capacity capacitor modules 220 or if charging should be delayed. If the EMS 103 determines that the ETS 102 is in a peak time for electricity costs or costs are relatively high compared to other similar times, the EMS 103 can also decide to delay charging the ETS 102 at that instance for a more cost-effective time. If the analyzed costs are satisfactory, the process continues to step 840.

[0090] At step 835, the EMS 103 can transmit a signal to charge the ETS 102. The EMS 103 can transmit a command the ETS 102 to draw electrical energy from the local utility connection 234 (e.g., power plant, wind farm, solar farm, etc.). The EMS 103 can monitor the charging rate and amount of electrical energy pulled from the local utility connection 234. If the ETS 102 is fully charged or when the charge level (e.g., amount or percentage of charge stored in the energy storage) satisfies a threshold, the EMS 103 can instruct the ETS 102 to halt the transfer of energy from the local utility connection 234. At step 840, the process 800 is completed.

[0091] FIG. 17 is a graphical flow chart illustrating an example process 900 for determining whether to transfer electrical energy from an ETS 102 to a TRC 106. Process 900 provides an illustration of the charging process of the TRC 106 by the ETS 102 from the perspective of the ETS 102. The process 900 of FIG. 9 can include some and / or all of the elements of the process 700 of FIG. 7 for determining whether a TRC is to be charged.

[0092] As mentioned above, at step 910, as a TRC 106 approaches an ETS 102, a station approach indicator of the onboard sensors 130 of the TRC 106 can transmit a signal tothe EMS 103 to trigger the charging process 900. Similar to the process 700 of FIG. 7, the EMS 103 can evaluate the charging status and / or the health of the energy storage system 140 of the approaching TRC 106. The EMS 103 can evaluate from the data collected from the TRC 106 whether the high-capacity capacitor modules 120 of the TRC 106 are to be charged. If a TRC 106 is not approaching an ETS 102, the onboard sensors 130 of the TRC 106 can continue to monitor the status and / or location of the TRC 106, which can be transmitted periodically and / or continuously to the central control room 302 of the EMS 103.

[0093] At step 915, the EMS 103 can determine whether the TRC 106 is to be charged. The EMS 103 can utilize steps 715, 720, 725, and 730 of process 700 to determine whether to charge the TRC 106. If charging is needed, the process can continue to step 920. If charging is not needed, process 900 can terminate.

[0094] At step 920, the EMS 103 can transmit a signal to the ETS 102 containing instructions for the ETS 102 to prepare to charge the TRC 106. The EMS 103 can also transmit a signal to the ETS 102 to activate the energy transfer beam 236 in preparation of a pulse power energy transfer. The EMS 103 can also transmit a signal the ETS 102 to anticipate the TRC 106 raising the charging interfaces 119 into a charging position from the stored position. In some implementations, the ETS 102 can be instructed by the EMS 103 to begin sensing for the contact indicators of the onboard sensors 130 of the TRC 106 to be on and / or near the energy transfer beam 236. In some implementations, the energy transfer beam 236 can be instantaneously ready to transfer power to the TRC 106. In some implementations, the energy transfer beam 236 can undergo a warm-up period in which the energy transfer beam 236 is brought to an intended or optimal operating temperature.

[0095] At step 925, the ETS 102 can receive a signal from the EMS 103 and / or the ETS 102 can detect that the contact indicators of the TRC 106 have detected contact between the energy transfer beam 236 and the charging interfaces 119. In some implementations, the charging indicators can determine if the charging interfaces 119 have fully contacted the energy transfer beam 236 before electrical energy is transferred. If the ETS 102 receives a signal or detects that there is contact between the charging interfaces 119 and the energy transfer beam 236, the process 900 continues to step 925. If the contact indicators do not locate the energy transfer beam 236, the char ing process 900 is terminated. Terminating the chargingprocess 900 can be done as a safety precaution, and the charging interfaces 119 can be lowered to their storage position.

[0096] At step 930, the ETS 102 can charge the TRC 106. If the TRC 106 is fully charged or when the charge level (e.g., amount or percentage of charge stored in the energy storage) satisfies a threshold, the EMS 103 can instruct the ETS 102 to power down the energy transfer beam 236 prior to the charging interfaces 119 separating from the energy transfer beam 236. Once the energy transfer beam 236 is powered down, the charging interfaces 119 disengage from the energy transfer beam 236 and return to the storage position. At step 935, the process 900 is completed.

[0097] FIGS. 18A through 18E illustrate an example charging process which can incorporate the charging processes of FIGS. 7-9. FIG. 18A illustrates a perspective view of the train consist 101 in which a TRC 106 is approaching an ETS 102. In some implementations, during the approach, the TRC 106 can communicate with the central control room 302 of the EMS 103 as shown in FIG. 14A to provide an indication that the TRC 106 is approaching the ETS 102 as well as data corresponding to the current state of the TRC 106. In some implementations, the TRC 106 is periodically and / or continuously transmitting data collected by the onboard sensors 130 to the EMS 103 such that, during the approach, the EMS 103 can preemptively determine the status and health of the TRC 106. Additionally, the ETS 102 can communicate with the central control room 302 and master processing unit 304 via the bidirectional wireless communication network 300 to provide data related to the charge and / or health status of the ETS 102 and if the ETS 102 can provide a pulse power energy transfer to the TRC 106. In some implementations, the ETS 102 transmits the charge and / or health status of the ETS 102 once the ETS 102 receives a signal from the EMS 103 that a TRC 106 is approaching. In some implementations, the ETS 102 transmits the charge and / or health status of the ETS 102 periodically and / or continuously such that the EMS 103 can preemptively determine the status and / or health of the ETS 102.

[0098] FIG. 18B illustrates a side perspective view of the TRC 106 with charging interfaces 119 extending towards the energy transfer beam 236 of the ETS 102. The charging interfaces 119 can extend from a top surface (e.g., a roof) of the TRC 106 while in the charging position. As described above, the EMS 103 can transmit a signal to the TRC 106 to raise the charging interfaces 119 from a stored position to a charging position as the TRC 106approaches the ETS 102. As shown in FIG. 18B, the charging interfaces 1 19 can be raised to contact the energy transfer beam 236 of the ETS 102. While in the stored position, there can be a gap between the charging interfaces 119 and the energy transfer beam 236. The gap can be sufficiently large so as to act as a safety precaution to avoid unintentional contact between the charging interfaces 119 and the energy transfer beam 236.

[0099] FIG. 18C illustrates a side perspective view of the ETS 102 transferring power to and / or from the charging interfaces 119 of the TRC 106. FIG. 18D illustrates a front perspective view of the ETS 102 transferring power to and / or from the charging interfaces 119 of the TRC 106. As mentioned above, contact indicators of the onboard sensors 130 of the TRC 106 can determine whether the charging interfaces 119 have contacted the energy transfer beam 236 of the ETS 102. In some implementations, the charging indicators determine if the charging interfaces 119 have fully contacted the energy transfer beam 236 before electrical energy is transferred. In some implementations, the charging indicators determine whether the charging interfaces 119 are within range of the energy transfer beam 236 to trigger the pulse power energy transfer. If the contact indicators do not locate the energy transfer beam 236, the charging process can be terminated as a safety precaution and the charging interfaces 119 are lowered to their storage position.

[0100] FIG. 18E illustrates a perspective view of the TRC 106 following a pulse power energy transfer. As shown in FIG. 18E, once the charging process is completed, the charging interfaces 119 can be transitioned to the storage position. Following an electrical energy transfer and / or a determination to abort the charging process, the charging interfaces 119 can transition from the raised position to the storage position.

[0101] FIG. 19 is a graphical flow chart illustrating the relationship between the various components of the electrical charging system 100. As shown in FIG. 19, the power flow system can involve several interconnected components that manage the generation, distribution, and consumption of energy, with the added capability of energy feedback from multiple sources. Grid energy generation can begin at stations such as power plants and / or renewable sources (e.g., solar farms, wind turbines, etc.), where energy is produced and fed into the electrical grid. This energy is then distributed across a wide area to various users, including homes, businesses, essential serves, and ETS 102, through the grid's network. Additionally, the grid supplies energy to industrial, commercial, and residential users,contributing to overall grid energy consumption. The ETS 102 can serve as intermediaries by managing and directing the power from the grid to the TRC 106 of the train consist 101. The TRC 106 receives this energy for propulsion of the locomotive 104, onboard systems, and and / other operational needs. As mentioned above, the TRC 106 has the ability to reverse the power flow back into the energy grid. This energy can be redistributed within the grid, enhancing energy efficiency. The system creates a dynamic flow of power, with energy continuously being generated, distributed, and / or consumed.

[0102] FIG. 20 illustrates another graphical flow chart of the relationship between the various components of the electrical charging system 100. As shown in FIG. 20, power (e.g., electrical energy) is generated at block 2002 at the electrical utility grid. Similar to the power generation station of FIG. 19, power generated at block 2004 can be produced stations such as power plants and / or renewable sources (e.g., solar farms, wind turbines, etc.), where energy is produced and fed into the electrical grid at block 2002. Power is then delivered to block 2006 for energy distribution and / or consumption. Power from block 2006 can then flow to and / or from block 2008. At block 2008, substations transform voltage levels, manage the routing of electricity, and protect the grid by controlling the flow of power and isolating faults. The substations of block 2008 ensure efficient, reliable, and / or safe transmission of electricity from power plants to consumers.

[0103] The power can be transferred from block 2008 to block 2010 which includes an energy transfer stations (e.g., ETS 102). Within block 2010 can be a power supply (e.g., power regulating devices 122) of block 2012. The power supply can receive and / or discharge the energy stored in the high-capacity capacitor modules. The power regulating devices can include a management system that monitors and manages the high-capacity capacitor modules. Next, the power is transferred to block 2014 having high-capacity capacitor modules (e.g., high-capacity capacitor modules 120). The capacitor modules can store energy until directed to transfer the energy. From block 2014, the power can be transferred to block 2016 which contains another set of power supplies (e.g., power regulating devices 122). Energy can be readily transferred from block 2012 to block 2014 to block 2016 and vice versa.

[0104] The power transferred to block 2010 can be transferred to and / or from block 2020, which can include a tender rail car (e.g., TRC 106). For example, the power (ran si erred to block 2016 can be transferred to block 2022 which can also include power supplies (e.g.,power regulating devices 1 2). From block 2022, the power can be transferred from the power supply of block 2022 to the high-capacity capacitor modules (c.g., high-capacity capacitor modules 120) of block 2024. Once the power is transferred to block 2024, the power can be transferred from the capacitor modules in block 2024 to the power supply (e.g., power regulating devices 122) of block 2026. From block 2014, the power can be transferred to block 2016 which contains another set of power supplies (e.g., power regulating devices 122). Energy can be readily transferred from block 2012 to block 2014 to block 2016 and vice versa.

[0105] Once the power is received by the tender rail car of block 2020, the power can be distributed to the locomotive (e.g., locomotive 104) of block 2030. At block 2030, the power is received by a conversion pack at block 2032. The conversion pack can include the components to convert the power received from block 2020 for propulsion the locomotive. For example, the power received by block 2032 can be converted and transferred to traction motors (e.g., traction motors 131) at block 2034. The traction motors can be electric motors used to drive the locomotive of block 2030 by converting electrical energy into mechanical energy. The traction motors can provide the force (e.g., torque) to turn the wheels and propel the locomotive forward. Traction motors are powered either by direct current (DC) or alternating current (AC), depending on the locomotive’s electrical system. In modern locomotives, the traction motors can be part of an electric or diesel-electric drivetrain, enabling acceleration, deceleration, and maintaining speed. Additionally, the traction motors of block 2034 can utilize regenerative breaking to generate electrical energy which can be transferred to the conversion pack of block 2032. The locomotive of block 2032 can also include an onboard energy source at block 2036 which can transfer power to the block 2032. Power can be transferred from block 2036 to 2032 if power is not being transferred from the tender rail car of block 2020. Additionally, power can be generated onboard the locomotive of block 2030 and transferred to the tender rail car of block 2020.VIII. Conductive Lubrication System

[0106] Conductive lubricants may be utilized in association with the above described electrical charging system 100 to provide multiple functional benefits, including but not limited to facilitating relative motion between contacting surfaces and enhancing electrical conductivity across such interfaces (e.g., maximizing the connection between the energy transfer components by increasing surface area of the connection, increasing connectionsurfaces to reduce heat, or potential melting issues due to localized energy transfer in a smaller surface area). Without the application of conductive lubricants, reduced or intermittent surface contact can lead to an increased likelihood of interfacial resistance, elevated localized temperatures, and, in some cases, melting or deformation of contact materials. These localized hot spots can accelerate oxidation or corrosion, cause softening, melting, or deformation of conductive surfaces, and reduce the overall lifespan of the charging interface components. In some cases, inadequate surface contact can further contribute to electrical arcing, which poses risks of accelerated wear, heat damage, or potential failure of the energy transfer interface. Such arcing events may also produce high-intensity light, heat, and / or explosive force capable of causing harm to persons in proximity to the charging system. In some instances, these conditions may escalate into localized fire hazards, uncontrolled equipment damage, and / or system-level failure if not mitigated.

[0107] In some implementations, the conductive lubricant can reduce mechanical wear of components (e.g., the energy transfer pickup 118 and the energy transfer beam 236) subjected to sliding or rotational motion, while also supporting efficient transfer of electrical energy by minimizing interfacial resistance. Application of conductive lubrication may, in some implementations, assist with the intended operation of the electrical charging system 100, by both improving performance and reducing operational risks such as heat buildup, arcing, or premature material degradation. Furthermore, the incorporation of mechanisms and / or processes for the controlled or automated application of such lubrication can be implemented to maintain optimal performance and may also serve to enhance the robustness of the design.

[0108] FIGS. 21A-21E illustrates side schematic views of a panel assembly of the TRC (e.g., TRC 106) to cover and expose a lubrication system of electrical contact surfaces. As shown in FIG. 21A, in some implementations, the panel assembly 2100 can include a panel 2102 that can be configured to selectively cover or uncover an aperture 2104 formed in a conveyance block 2106 (e.g., the energy transfer unit 116 of TRC 106). In some implementations, the aperture 2104 can provide access to a conveyance mechanism 2108 and / or an energy transfer interface 2110, located within the conveyance block 2106. In some implementations, the energy transfer interface 2110 can include one or more features configured to enhance electrical contact and / or reduce wear, such as a ski-shaped contact surface, spring-loaded copper pucks positioned along its underside to establish electricalconnection with an energy transfer beam (e.g., an energy transfer beam 236), and / or a copper wheel element configured to roll along the contact surface to minimize friction and sliding. The panel 2102 can translate along a first axis 2112 to transition between open and closed positions, and can further undergo an additional displacement, such as motion along a second axis 2113 and / or a rotational movement, to achieve sealing engagement or disengagement. The primary and secondary motions can be mechanically coupled via a mechanical interface 2114 (e.g., a guided track, a linkage, a cam profile, and / or equivalent mechanism) or may be independently actuated.

[0109] In some implementations, the panel 2102 can include a brush 2116 positioned in relation to a reservoir 2118 of conductive lubricant 2120 (e.g., carbon- or graphite-based conductive grease or paste) when the panel 2102 is in a stowed or sealed configuration. In some implementations, the conductive lubricant 2120 can have a lower viscosity compared to traditional greases, allowing it to behave more like a liquid for improved flow, uniform coating of the brush bristles 2117 of the brush 2116. In some implementations, the conductive lubricant 2120 can be formulated to partially dry and / or evaporate over time, which can provide a cooling effect during operation and evaporate more rapidly when heated, thereby preventing excessive buildup while maintaining adequate lubrication and conductivity. In some implementations, the reservoir 2118 can be actively cooled, for example using a heat exchanger, circulating fluid, or other thermal management techniques, to maintain the conductive lubricant 2120 at an optimal temperature and mitigate or prevent overheating during high-current charging events.

[0110] As shown in FIG. 21B, during operation, the panel 2102 can execute the secondary motion (e.g., vertical translation) to position the brush 2116 (e.g., insert the brush 2116 into the conductive lubricant 2120) with respect to the lubricant reservoir 2118. As shown in FIG. 21C, the secondary motion can be followed by the primary motion (e.g., lateral translation) to cause the brush 2116 to engage the lubricant 2120 in the reservoir 2118 and one or more adjacent structures 2122 (e.g., an edge, a lip, a side, etc.), thereby transferring, distributing, and / or removing lubricant 2120 from the brush 2116.

[0111] As shown in FIGS. 21D and 21E, in some implementations, the brush 2116 can apply a layer and / or a film of the conductive lubricant 2120 to the energy transfer interface 2110 prior to its deployment through the aperture 2104, and can similarly remove and / orredistribute conductive lubricant 2120 when the energy transfer interface 2110 is retracted into the aperture 2104. Additionally, the conductive lubricant 2120 can serve as a thermal management medium, facilitating heat transfer away from the energy transfer interface 2110 to help regulate its operating temperature during high-current charging events. In some implementations, sensor(s) of an energy transfer station (e.g., ETS 102), an energy management system (e.g., EMS 103), and / or a train car (e.g., TRC 106) can monitor lubricant availability, temperature, coating integrity, and / or other sensor data or factors, and can dynamically adjust and / or reduce charging power levels if insufficient conductive lubricant is detected, thereby preventing overheating, arcing, and / or accelerated wear. Such coordinated control can allow charging power to increase or ramp up, or decrease or ramp down, based at least in part on the lubrication state or other detected factors to ensure safe and / or efficient operation. The panel 2102 can then return to a closed and / or sealed configuration by reversing the sequence of motions, which can protect the lubricant reservoir 2118 and energy transfer interface 2110 from contamination, debris, evaporation, and / or environmental exposure, while also reducing the risk of unintended contact, arcing, and / or other safety hazards, thereby preserving integrity of the conductive lubricant 2120 and ensuring reliable operation.

[0112] FIGS. 22A and 22B illustrate schematic side views of a rotating brush mechanism for distributing a conductive lubricant from a reservoir to an energy transfer beam. The brush mechanism 2200 can be positioned on top of a conveyance block 2206 (e.g., the energy transfer pickup 118) and aligned with an energy transfer beam (e.g., the energy transfer beam 236). In some implementations, the brush mechanism 2200 can be located at one end, or at either end of the conveyance block 2206 to facilitate lubricant application along a desired contact interface.

[0113] As shown in FIG. 22A, in a stowed configuration 2250, the brush mechanism 2200 can be flush (e.g., substantially flush) with the top of the conveyance block 2206, with brush bristles 2217 of a brush 2216 immersed in a reservoir 2218 of conductive lubricant 2220. This configuration can protect the brush 2216 from environmental debris and help maintain the bristles 2217 in a lubricated state while not in active use.

[0114] As shown in FIG. 22B, in a deployed configuration 2260, the brush mechanism 2200 can rotate about a pivot point 2212, wiping the lubricant 2220 along a wipe surface 2224 to coat the brush 2216 and remove any excess lubricant 2220. Upon a rotation ofapproximately 180 degrees about the pivot point 2212, the brush mechanism 2200 can reach the deployed configuration 2260, wherein the brush bristles 2217 of the brush 2216 arc oriented vertically and positioned to wipe a passing energized electrode (e.g., an energized electrode 242) of the energy transfer beam with a layer of conductive lubricant 2220. In some implementations, the brush mechanism 2200 can automatically retract to the stowed configuration (see FIG. 22A) after application of the conductive lubricant 2220 and / or during high-speed transit to reduce drag, minimize wear, and / or avoid environmental exposure. For example, the deployment and retraction operations can be controlled via an automated linkage to the energy management system (e.g., the EMS 103) or a smart charge management system, enabling synchronized actuation with charging sequences or travel conditions. Additionally, the deployment and retraction of the brush mechanism 2200 can be accomplished using alternative motion types, including but not limited to linear translation, spring-assisted pivoting, cam-driven displacement, or combinations thereof, to achieve similar lubricant transfer and positioning functionality. In some implementations, a bump stop 2226 can limit rotation and prevent the brush 2216 from extending beyond approximately 180 degrees, ensuring repeatable positioning and consistent lubricant transfer.

[0115] FIGS. 23A and 23B illustrate schematic side views of a brush mechanism for distributing a conductive lubricant from a reservoir to an energy transfer beam. A brush mechanism 2300 can be mounted on a conveyance block 2306 (see FIG. 23A) and / or at an energy transfer station 2307 (see FIG. 23B). In some implementations, the brush mechanism 2300 can be positioned to apply conductive lubricant 2320 to an energy transfer interface (e.g., an energy transfer interface 2110 and / or energy transfer beam 236) during charging and / or maintenance operations.

[0116] The brush mechanism 2300 can include a flexible lubricant supply line 2328 embedded within a brush 2316 and extending partially along the length of the brush bristles 2317. The supply line 2328 can deliver conductive lubricant 2320 from a lubricant reservoir 2318 to the brush bristles 2317, using pressure, gravity, capillary action, and / or a combination thereof. In some implementations, the lubricant 2320 flow can be controlled automatically based on operational parameters such as temperature, contact pressure, and / or charging cycle stage. During operation, the brush 2316 applies a film (e.g., a uniform film) of the conductive lubricant 2320 onto a passing energy transfer station electrode (e.g., the energized electrode242) or energy transfer bar (e.g., the energy transfer beam 236), thereby improving electrical conductivity, reducing wear caused by friction, and helping to manage heat generation at the interface. In some implementations, flow regulation can also ensure that excessive lubricant is not deposited onto an electrode and / or an energy transfer interface, as too much material may create risks such as pooling, migration to unintended surfaces, or bridging across conductive elements that could increase the likelihood of arcing. To mitigate these risks, the conductive lubricant 2320 can be formulated with a viscosity sufficient to maintain adherence to contact surfaces without excessive aerosolization, and application can be sequenced to avoid active high-current transfer periods.

[0117] FIG. 24 illustrates a schematic side view of a rotating brush mechanism for applying a conductive lubricant to a charging interface. A rotating brush mechanism 2400 can be mounted on a conveyance block (e.g., the energy transfer pickup 118) and / or an energy transfer station (e.g., energy transfer beam 236). In some implementations, the rotating brush mechanism 2400 is configured to facilitate the controlled application of conductive lubricant during charging, maintenance, or contact conditioning operations.

[0118] The rotating brush mechanism 2400 can include a lubricant supply line 2428 embedded within a wipe dish 2430. The lubricant supply line 2428 can deliver a conductive lubricant 2420 from a lubricant reservoir 2418 to the wipe dish 2430 using pressure, gravity, capillary action, and / or a combination thereof. In some implementations, the flow of conductive lubricant 2420 can be automatically regulated by an energy management system (e.g., the EMS 103) based at least in part on parameters such as temperature, contact wear, and / or operational cycles.

[0119] During operation, a rotating brush head 2432 can rotate about a point of rotation 2434, where the rotation can be driven by mechanical, magnetic, pneumatic, and / or hydraulic actuation. The rotating brush head 2432 can wipe the conductive lubricant 2420 onto the bristles 2417 of individual brushes 2416, thereby enabling the deployment of a film of conductive lubricant 2120 onto a passing energy transfer station electrode (e.g., energized electrode 242) or energy transfer bar (e.g., energy transfer beam 236). The conductive lubricant 2420 can enhance electrical conductivity, minimize contact resistance, reduce mechanical wear, and / or assist in thermal management at the interface.

[0120] FIGS. 25 A and 25B illustrate schematic side views of an energy transfer beam lubrication system 2500 in a stowed configured and a deployed configuration. In some implementations, when the energy transfer interface 2510 and conveyance mechanism 2508 of the energy transfer beam lubrication system 2500 are in a stowed position 2550 within a conveyance block 2506 (e.g., the energy transfer unit 116), they can be submerged in a lubricant reservoir 2518 of conductive lubricant 2520. This submersion allows the conductive lubricant 2520 to coat the energy transfer components during periods of non-operation, providing both lubrication and / or corrosion protection. In some implementations, the lubricant reservoir 2518 can be actively cooled to maintain the lubricant 2520 at an intended or optimal operating temperature, for example using a heat pump, circulating fluid, and / or nitrogen-based cooling. The active cooling system can include heat exchangers, pumps, and fans to regulate temperature and manage heat generated during high-current charging events, similar to active cooling systems used for high-capacity capacitor modules 120 in the power blocks 114 (see FIG. 12). Temperature sensors can monitor the lubricant and adjacent components, including the energy transfer interface 2510 and nearby batteries, and the system can dynamically adjust flow rates, fan speeds, and / or coolant temperature to ensure safe and efficient operation. Redundant cooling components can be incorporated to maintain continuous operation in the event of a failure.

[0121] In a deployed configuration 2560, the conveyance mechanism 2508 extends the energy transfer interface 2510 from the lubricant reservoir 2518, automatically carrying a layer of the conductive lubricant 2520 along its surface. This configuration can enable the conveyance mechanism 2508 and the energy transfer interface 2510 to be coated with the conductive lubricant 2520 and ready for electrical charge transfer. In some implementations, the lubricant 2520 can also serve as a thermal interface medium, assisting in dissipating heat generated during high-power transfer events. In some implementations, the lubricant reservoir 2518 can incorporate heating elements and / or agitation mechanisms (e.g., vibration, circulation pumps, or ultrasonic agitation) to maintain the lubricant 2520 at an operating viscosity for coating, particularly in cold-weather conditions and / or environments with wide temperature fluctuations.

[0122] The conveyance mechanism 2508 can extend the energy transfer interface 2510 through an aperture 2504, and in some implementations, a panel (similar to panel 2102)can be configured to selectively cover or uncover the aperture 2504 formed in the conveyance block 2506. The panel may be actuated manually, mechanically, or automatically by an energy management system (e.g., the onboard sensors 130) to optimize sealing, contamination prevention, and lubricant retention during non-operational periods.

[0123] In some implementations, the energy transfer beam lubrication system 2500 can also be applied to the energy transfer station beam (e.g., energy transfer beam 236) and associated charging interfaces located on the station, such as on the roof or upper structure of the station (e.g., the ETS 102). The station-side lubricant reservoirs can provide a layer of conductive lubricant onto the energy transfer beam and associated contact surfaces prior to contact with a passing tender car (e.g., TRC 106), helping to reduce interfacial resistance, minimize wear, and / or assist with thermal management during high-current transfers. The station-side lubricant system can incorporate similar features as the vehicle-side system shown in FIGS. 25A and 25B, including active cooling, heating, and / or agitation mechanisms to maintain an operating lubricant viscosity, temperature, and distribution. Sensors can monitor lubricant levels and coating integrity, enabling the energy management system to adjust lubrication application, cooling, or heating as needed to ensure safe and efficient operation. Redundant components can also be included to provide continuous operation in the event of equipment failure, and panels or covers can be used to protect the lubricant from environmental contamination when not in active use.

[0124] FIGS. 26A and 26B illustrates schematic side views of a conductive lubricant spray system. In some implementations, a conductive lubricant spray system 2600 can include one or more conductive lubricant reservoirs 2618 embedded within and / or mounted on an energy transfer beam 2636 (e.g., energy transfer beam 236) as shown in FIG. 26A, a conveyance block 2606 (e.g., an energy transfer unit 116) of a TRC 2603 (e.g., TRC 106) as shown in FIG. 26B, and / or both.

[0125] The one or more conductive lubricant reservoirs 2618 can be in fluid communication with a spray nozzle 2644 oriented toward either an energy transfer station electrode 2642 (e.g., an energized electrode 242) of the an energy transfer bar 2636 (e.g., the energy transfer beam 236) and / or the electrical charging interface (e.g., the energy transfer interface 2110) of the TRC 2603. The conductive lubricant 2620 of the one or more conductive lubricant reservoirs 2618 can have a relatively low viscosity, behaving more like a liquid thana traditional grease, which allows for efficient atomization and uniform distribution when sprayed.

[0126] When approaching an energy transfer station (e.g., ETS 102), a smart charge management system (e.g., EMS 103) can control the timing, amount, and direction of the conductive lubricant 2620 sprayed onto either the energy transfer station electrode 2642 of the energy transfer bar 2636 and / or the energy transfer interface (e.g., energy transfer interface 2110) of the TRC 2603. In some implementations, the spray system 2600 may also include adjustable nozzles, pulsed spray actuation, or variable pressure control to optimize lubricant deposition based on ambient temperature, transfer current, or operational speed.IX. Arc Protection System

[0127] High-voltage direct current (HVDC) systems can be susceptible to a phenomenon known as arc flash. In such systems, the electrical potential can be sufficiently high for current to bridge an air gap between positive and negative terminals, resulting in unintended electrical discharge. Arc flash events in high-amperage direct current systems can release significant energy, as once an arc is initiated, the current continues to flow through the air. Unlike alternating current (AC) systems, which naturally cross zero volts multiple times per second and can allow arcs to self-extinguish, direct current (DC) remains constant, making arc interruption more challenging. Arc flash is typically characterized by an intense, high- temperature, and explosive release of energy that may result in bums, fires, and / or pressure- related injuries. Accordingly, there is a need for systems and methods that minimize or prevent arc flash events in high-voltage direct current environments to improve safety and equipment reliability.

[0128] FIG. 27 illustrates a schematic front view of a hanging barrier system of the ETS. A hanging barrier system 2700 can be coupled (e.g., attached, integrated, mounted, etc.) to an energy transfer beam 2736 (e.g., energy transfer beam 236). In some implementations, a barrier 2740 can be comprised of a non-conductive material, such as a polymeric, ceramic, elastomeric, or composite material (e.g., fiberglass-reinforced plastic, glass -reinforced epoxy, or phenolic laminate), and can extend along the a portion of or a full length of the energy transfer beam 2736. In some implementations, the barrier 2740 can have various geometric configurations, including but not limited to triangular, rectangular, tapered, and / or custom contoured shapes, depending at least in part on spatial, mechanical, and / or safety requirements.Additionally, in some implementations, the barrier 2740 can be rigid, flexible, and / or a combination thereof. The barrier 2740 can be positioned between the energy transfer station electrodes 2742 (e.g., energized electrode 242) and extend downward and away from the energy transfer beam 2736 to create a physical, non-conductive separation between the electrically charged energy transfer station electrodes 2742 and an energy transfer bar (e.g., energy transfer beam 236).

[0129] FIG. 28 illustrates a schematic side view of a pressurized gas suppression system positioned of the TRC (e.g., a TRC 106). In some implementations, one or more pressurized gas canisters 2846 can be paired with sensing equipment 2848 located along a top and / or ends of the TRC 2803, and / or on an energy transfer station (e.g., an ETS 102), configured to monitor parameters including frequency, current, optical brightness of pixels, or fiber optic output to detect conditions consistent with an arc flash event. An energy management system (EMS) 2852 (e.g., an EMS 103) can monitor sensor data from the sensing equipment 2848 during operation, with software code executing on the EMS 2852 (e.g., management software) configured to identify conduction patterns similar to arc flash events, which may include color spectrum analysis of camera footage, brightness of optical signals, ultrasound detection, current detection, audio analysis, and / or the amount of energy transferred.

[0130] Upon detecting conditions consistent with an arc flash event between energy transfer station electrodes (e.g., energized electrode 242), an energy transfer bar (e.g., energy transfer beam 236), or both, the pressurized gas suppression system 2800 can trigger the release of a dielectric and / or insulating gas 2820 (e.g., CO2, SFe, nitrogen, or equivalent) stored in one or more arc extinguishing gas reservoirs 2818 from the canisters 2846 toward the consistent location of the arc, such as the front or rear contact region of the TRC 2803, to displace oxygen and disrupt the arc. The system 2800 can deliver a pressurized gas blast to the specific arc location, and can operate before, during, or after a station charge to mitigate potential arcing.

[0131] In some implementations, a similar system can be mounted to an energy transfer station beam (e.g., energy transfer beam 236) to perform the same function. The gas may additionally serve secondary purposes, such as cooling the energy transfer interface or the station beam if directed upward or onto lubricated surfaces. While CO2 or nitrogen may beused for oxygen displacement and cooling, SFs may be avoided. In some implementations, a physical barrier may not be strictly required due to gas dispersal, but may still be beneficial for containment or enhanced safety.

[0132] In some implementations, additional arc mitigation measures can be incorporated into the pressurized gas suppression system 2800 to prevent or mitigate arcing. For example, in some implementations, the EMS 2852, energy transfer station and / or the TRC can automatically interrupt or shut down charging upon detection of abnormal conditions (e.g., gas release, rapid temperature rise, and / or arc sensing) to prevent escalation of damage. In some implementations, as discussed above, pre-charge or soft-start sequencing can be utilized to gradually increase voltage and current to reduce the likelihood of sudden arcing. In some implementations, high-speed disconnect devices (e.g., solid-state switches, contactors, or circuit breakers) can be configured to rapidly interrupt current flow upon detection of abnormal conditions. Additionally, redundant sensing systems (e.g., combining optical, acoustic, electrical, and / or thermal monitoring) can also be implemented to improve detection reliability. In some implementations, arc suppression circuitry can be employed to dissipate transient energy spikes. In some implementations, the EMS 2852 can dynamically increase or decrease charging power in response to early arc signatures, high humidity, insufficient lubrication, and / or other operating conditions.X. Additional Implementation Details

[0133] Unless the context clearly requires otherwise, throughout the description and the claims, the words “comprise,” “comprising,” “include,” “including” and the like are to be construed in an inclusive sense, as opposed to an exclusive or exhaustive sense; that is to say, in the sense of “including, but not limited to.” The word “coupled”, as generally used herein, refers to two or more elements that may be either directly connected, or connected by way of one or more intermediate elements. Likewise, the word “connected”, as generally used herein, refers to two or more elements that may be either directly connected, or connected by way of one or more intermediate elements. Additionally, the words “herein,” “above,” “below,” and words of similar import, when used in this application, shall refer to this application as a whole and not to any particular portions of this application. Moreover, as used herein, when a first element is described as being “on” or “over” a second element, the first element may be directly on or over the second element, such that the first and second elementsdirectly contact, or the first element may be indirectly on or over the second element such that one or more elements intervene between the first and second elements. Where the context permits, words in the above Detailed Description using the singular or plural number may also include the plural or singular number, respectively. The word “or” in reference to a list of two or more items, that word covers all of the following interpretations of the word: any of the items in the list, all of the items in the list, and any combination of the items in the list.

[0134] Moreover, conditional language used herein, such as, among others, “can,” “could,” “might,” “may,” “e.g.,” “for example,” “such as” and the like, unless specifically stated otherwise, or otherwise understood within the context as used, is generally intended to convey that certain embodiments include, while other embodiments do not include, certain features, elements and / or states. Thus, such conditional language is not generally intended to imply that features, elements and / or states are in any way required for one or more embodiments.

[0135] While certain embodiments have been described, these embodiments have been presented by way of example only, and are not intended to limit the scope of the disclosure. Indeed, the novel apparatus, methods, and systems described herein may be embodied in a variety of other forms; furthermore, various omissions, substitutions, and changes in the form of the methods and systems described herein may be made without departing from the spirit of the disclosure. For example, while blocks are presented in a given arrangement, alternative embodiments may perform similar functionalities with different components and / or circuit topologies, and some blocks may be deleted, moved, added, subdivided, combined, and / or modified. Each of these blocks may be implemented in a variety of different ways. Any suitable combination of the elements and acts of the various embodiments described above can be combined to provide further embodiments. The accompanying claims and their equivalents are intended to cover such forms or modifications as would fall within the scope and spirit of the disclosure.

[0136] Several illustrative examples of electrical charging systems and related systems and methods have been disclosed. Although this disclosure has been described in terms of certain illustrative examples and uses, other examples and other uses, including examples and uses which do not provide all of the features and advantages set forth herein, are also within the scope of this disclosure. Components, elements, features, acts, or steps may bearranged or performed differently than described and components, elements, features, acts, or steps may be combined, merged, added, or left out in various examples. All possible combinations and subcombinations of elements and components described herein are intended to be included in this disclosure. No single feature or group of features is necessary or indispensable.

[0137] Certain features that are described in this disclosure in the context of separate implementations may also be implemented in combination in a single implementation. Conversely, various features that are described in the context of a single implementation also may be implemented in multiple implementations separately or in any suitable subcombination. Moreover, although features may be described above as acting in certain combinations, one or more features from a claimed combination may in some cases be excised from the combination, and the combination may be claimed as a subcombination or variation of a subcombination.

[0138] Further, while illustrative examples have been described, any examples having equivalent elements, modifications, omissions, and / or combinations are also within the scope of this disclosure. Moreover, although certain aspects, advantages, and novel features are described herein, not necessarily all such advantages may be achieved in accordance with any particular example. For example, some examples within the scope of this disclosure achieve one advantage, or a group of advantages, as taught herein without necessarily achieving other advantages taught or suggested herein. Further, some examples may achieve different advantages than those taught or suggested herein.

[0139] Some examples have been described in connection with the accompanying drawings. The figures may or may not be drawn and / or shown to scale, but such scale should not be limiting, since dimensions and proportions other than what are shown are contemplated and are within the scope of the disclosed invention. Distances, angles, etc. are merely illustrative and do not necessarily bear an exact relationship to actual dimensions and layout of the devices illustrated. Components may be added, removed, and / or rearranged. Further, the disclosure herein of any particular feature, aspect, method, property, characteristic, quality, attribute, element, or the like in connection with various examples may be used in all other examples set forth herein. Additionally, any methods described herein may be practiced using any device suitable for performing the recited steps.

[0140] For purposes of summarizing the disclosure, certain aspects, advantages, and features of the inventions have been described herein. Not all, or any such advantages arc necessarily achieved in accordance with any particular example of the inventions disclosed herein. No aspects of this disclosure are essential or indispensable. In many examples, the devices, systems, and methods may be configured differently than illustrated in the figures, or description herein. For example, various functionalities provided by the illustrated modules may be combined, rearranged, added, or deleted. In some implementations, additional or different processors or modules may perform some or all of the functionalities described with reference to the examples described and illustrated in the figures. Many implementation variations are possible. Any of the features, structures, steps, or processes disclosed in this specification may be included in any example.XL Example Clauses

[0141] Examples of the implementations of the present disclosure can be described in view of the following example clauses. The features recited in the below example implementations can be combined with additional features disclosed herein. Furthermore, additional inventive combinations of features are disclosed herein, which are not specifically recited in the below example implementations, and which do not include the same features as the specific implementations below. For sake of brevity, the below example implementations do not identify every inventive aspect of this disclosure. The below example implementations are not intended to identify key features or essential features of any subject matter described herein. Any of the example clauses below, or any features of the example clauses, can be combined with any one or more other example clauses, or features of the example clauses or other features of the present disclosure.

[0142] Clause 1: A rechargeable electrical system configured to provide electrical energy to operate a locomotive, the system comprising: a tender car unit configured to receive and transfer electrical energy, the tender car unit including: one or more power blocks including a first plurality of power supplies, a first plurality of capacitor modules configured to store electrical energy and in electrical communication with the first plurality of power supplies, and a tether configured to electrically connect the one or more power blocks to the locomotive; a first plurality of onboard sensors configured to collect data indicative of at least one parameter of the tender car unit; and an energy transfer unit in communication with theone or more power blocks, the energy transfer unit having an energy transfer pickup including a plurality of charging interfaces configured to receive or distribute a pulse power energy transfer, wherein the energy transfer unit is electrically connected to the one or more power blocks such that the energy received through the pulse power energy transfer is communicated to the first plurality of power supplies and the first plurality of capacitor modules; wherein the first plurality of power supplies directs and regulates the energy transferred to and from the first plurality of capacitor modules, wherein the first plurality of capacitor modules are electrically connected to one another via a bus bar located along a center plane of the one or more power blocks, wherein the first plurality of capacitor modules are interchangeable or replaceable, wherein a first power supply of the first plurality of power supplies is configured to direct energy from the energy transfer pickup to the first plurality of capacitor modules and a second power supply of the first plurality of power supplies is configured to direct energy from the first plurality of capacitor modules to the locomotive; and wherein transfer of energy between the first plurality of power supplies and the first plurality of capacitor modules is bidirectional; a station unit electrically connected to a local utility grid and configured to store and transfer energy, the station unit including; a second plurality of power supplies and a second plurality of capacitor modules in electrical communication with the local utility grid, wherein the second plurality of power supplies directs and regulates energy transferred to or from the second plurality of capacitor modules, and wherein the second plurality of capacitor modules are configured to store electrical energy; an energy transfer device electrically connected to the second plurality of power supplies, wherein the energy transfer device provides or receives the pulse power energy transfer to or from the one or more power blocks; a station component housing containing the second plurality of power supplies and second plurality of capacitor modules; and an energy management software configured to monitor and control a distribution of energy including: a central command station having a wireless transmitting device and a master processing unit, the master processing unit including memory storing instructions and one or more processors configured to execute instructions to: control the transfer of energy between the energy transfer device of the station unit and the tender car unit; manage energy transfer rates; monitor and set energy storage levels at the station unit and the tender car unit; monitor cost of electrical energy and determines opportune time for energy acquisition; monitor health and status of the station unit and tender car unit includingmaintenance and service history and provide service and maintenance alerts; receive data from the station unit and the tender car unit to determine charge needs based on data demands and outputs commands; and documents and stores performance data to provide output reports to third-party participants; wherein the wireless transmitting device is configured to communicate with the station unit and the tender car unit.

[0143] Clause 2: The system of clause 1, wherein the plurality of charging interfaces engage the energy transfer device.

[0144] Clause 3: The system of any one of clause 1 to 2, wherein the energy transfer device includes an energy rail.

[0145] Clause 4: The system of any one of clauses 1 to 3, wherein the first plurality of power supplies include energy regulating devices.

[0146] Clause 5: The system of any one of clauses 1 to 4, wherein the first plurality of onboard sensors are configured to collect data related to at least the health of the tender car unit, a location or direction of the tender car unit, a charge state of the tender car unit, and an energy usage of the tender car unit.

[0147] Clause 6: The system of any one of clauses 1 to 5, wherein the station unit is configured to be stationary or portable.

[0148] Clause 7: The system of any one of clauses 1 to 6, wherein the first plurality of capacitor modules are detachable from the bus bar and configured to be removed from the tender car unit.

[0149] Clause 8: The system of any one of clauses 1 to 7, wherein the first plurality of capacitor modules are electrically connected in a series circuit.

[0150] Clause 9: The system of any one of clauses 1 to 7, wherein the first plurality of capacitor modules are electrically connected in a parallel circuit.

[0151] Clause 10: The system of any one of clauses 1 to 9, wherein the tender car unit includes one or more openings for accessing the first plurality of capacitor modules.

[0152] Clause 11: The system of clause 10, wherein the openings are perpendicular to a travel direction of the locomotive.

[0153] Clause 12: The system of any one of clauses 10 to 11, wherein the one or more openings include slidable covers configured to slide in a vertical or horizontal direction for accessing the first plurality of capacitor modules.

[0154] Clause 13: The system of any one of clauses 1 to 12, wherein the first plurality of capacitor modules arc controlled by a battery management system, wherein the battery management system controls each module of the first the first plurality of capacitor modules.

[0155] Clause 14: The system of any one of clauses 1 to 13, wherein the tender car unit further comprises a conductive lubrication application system comprising a panel assembly having panel configured to selectively cover or uncover an aperture formed in the energy transfer unit, the aperture providing access to the energy transfer unit, wherein the panel is configured to translate along a first axis and a second axis.

[0156] Clause 15: The system of clause 14, wherein the panel assembly further comprises a brush positioned relative to a conductive lubricant reservoir, the brush configured to engage a conductive lubricant in a stowed configuration and apply the conductive lubricant to the energy transfer unit when the panel is in an operational configuration.

[0157] Clause 16: The system of clause 15, wherein the conductive lubricant is formulated to partially dry or evaporate over time to provide cooling and prevent excessive buildup during operation.

[0158] Clause 17: The system of any one of clauses 15 to 16, wherein the conductive lubricant additionally is configured to serve as a thermal interface medium to facilitate heat transfer away from the energy transfer unit during the pulse power energy transfer.

[0159] Clause 18: The system of any one of clauses 1 to 17, wherein the tender car unit further comprises further comprises a brush mechanism positioned on the energy transfer unit and aligned with the energy transfer device, the brush mechanism rotatable about a pivot point between a stowed configuration and a deployed configuration to apply conductive lubricant to the energy transfer device.

[0160] Clause 19: The system of any one of clauses 1 to 18, wherein the energy transfer unit further comprises a brush mechanism, the brush mechanism comprising a brush having brush bristles and a flexible lubricant supply line embedded at least partially along a length of brush bristles, the flexible lubricant supply line in fluid communication with a conductive lubricant reservoir to deliver a conductive lubricant using at least one of pressure, gravity, or capillary action.

[0161] Clause 20: The system of any one of clauses 1 to 19, wherein a rotating brush head is mounted on the energy transfer unit, the rotating brush head configured to rotate about a point of rotation to apply conductive lubricant from a wipe dish to the energy transfer device.

[0162] Clause 21: The system of any one of clauses 1 to 19, wherein the station unit further comprises a rotating brush head mounted on the energy transfer device, the rotating brush head configured to rotate about a point of rotation to apply conductive lubricant from a wipe dish to the plurality of charging interfaces.

[0163] Clause 22: The system of any one of clauses 1 to 21, wherein the plurality of charging interfaces and a conveyance mechanism of the plurality of charging interfaces are configured to be in a stowed position within the energy transfer unit, such that the plurality of charging interfaces is at least partially submerged in a reservoir of conductive lubricant.

[0164] Clause 23: The system of clause 22, wherein, in a deployment position, the plurality of charging interfaces are extended from the reservoir of conductive lubricant, carrying a layer of conductive lubricant for coating the energy transfer device.

[0165] Clause 24: The system of any one of clauses 1 to 23, wherein the energy transfer unit further comprises one or more conductive lubricant reservoirs in fluid communication with a spray nozzle directed toward the energy transfer device.

[0166] Clause 25: The system of any one of clauses 1 to 23, wherein the station unit further comprises one or more conductive lubricant reservoirs in fluid communication with a spray nozzle directed toward the plurality of charging interfaces.

[0167] Clause 26: The system of any one of clauses 1 to 25, wherein the energy transfer device further comprises a barrier disposed between each energized electrode of the energy transfer device, the barrier configured to provide physical isolation between each of the energized electrodes.

[0168] Clause 27: The system of any one of clauses 1 to 26, wherein the tender car unit further comprises a pressurized gas suppression system configured to release at least one of a dielectric or insulating gas toward the energy transfer device to extinguish an arc between energized electrodes of the energy transfer device.

[0169] Clause 28: The system of any one of clauses 1 to 27, wherein the station unit further comprises a pressurized gas suppression system, the pressurized gas suppressionsystem configured to monitor conditions consistent with an arc flash and deliver at least one of a dielectric or an insulating gas to a location of a potential arc.

[0170] Clause 29: A rechargeable electrical system configured to provide electrical energy to operate a locomotive via a pulse power energy transfer, the system comprising: a tender car unit configured to receive and transfer electrical energy including a first plurality of capacitor modules configured to store electrical energy and an energy transfer unit configured to transfer or receive electrical energy; a station unit electrically connected to a local utility grid and configured to store and transfer energy, the station unit including a second plurality of capacitor modules in electrical communication with the local utility grid configured to store electrical energy and an energy transfer device configured to transfer or receives the pulse power energy transfer to or from the energy transfer unit; and an energy management software configured to monitor and control a distribution of the pulse power energy transfer including a central command station having a wireless transmitting device and a master processing unit, wherein the master processing unit includes memory storing instructions and one or more processors configured to execute instructions to: control the transfer of energy between the energy transfer device of the station unit and the tender car unit; monitor and set energy storage levels at the station unit and the tender car unit; monitor cost of electrical energy and determines opportune time for energy acquisition; and receive data from the station unit and the tender car unit to determine charge needs based on data demands and outputs commands.

[0171] Clause 30: The system of clause 29, wherein the tender car unit further comprises one or more power blocks including a first plurality of power supplies in electrical communication with the first plurality of capacitor modules, and a tether configured to electrically connect the one or more power blocks to the locomotive.

[0172] Clause 31: The system of clause 30, wherein the energy transfer unit is in communication with the one or more power blocks, wherein the energy transfer unit is electrically connected to the one or more power blocks such that the energy received via the pulse power energy transfer is communicated to the first plurality of power supplies and the first plurality of capacitor modules.

[0173] Clause 32: The system of any one of clauses 30 to 31, wherein the first plurality of power supplies directs and regulates the energy transferred to and from the first plurality of capacitor modules.

[0174] Clause 33: The system of any one of clauses 30 to 32, wherein a first power supply of the first plurality of power supplies is configured to direct energy from the energy transfer device to the first plurality of capacitor modules and a second power supply of the first plurality of power supplies is configured to direct energy from the first plurality of capacitor modules to the locomotive.

[0175] Clause 34: The system of any one of clauses 30 to 33, wherein transfer of energy between the first plurality of power supplies and the first plurality of capacitor modules is bi-directional.

[0176] Clause 35: The system of any one of clauses 29 to 34, wherein the tender car unit further comprises a first plurality of onboard sensors configured to collect data indicative of at least one parameter of the tender car unit.

[0177] Clause 36: The system of any one of clauses 29 to 35, wherein the energy transfer unit includes an energy transfer pickup including a plurality of charging interfaces configured to receive or distribute a pulse power energy transfer.

[0178] Clause 37: The system of any one of clauses 29 to 36, wherein the first plurality of capacitor modules are electrically connected to one another via a bus bar located along a center plane of the tender car unit.

[0179] Clause 38: The system of any one of clauses 29 to 37, wherein the first plurality of capacitor modules are interchangeable or replaceable.

[0180] Clause 39: The system of any one of clauses 29 to 38, wherein the station unit further comprises a second plurality of power supplies in electrical communication with the local utility grid, wherein the second plurality of power supplies directs regulates energy transferred to or from the second plurality of capacitor modules.

[0181] Clause 40: The system of clause 39, wherein the energy transfer device is electrically connected to the second plurality of power supplies.

[0182] Clause 41: The system of any one of clauses 39 to 40, wherein the station unit further comprises a station component housing containing the second plurality of power supplies and the second plurality of capacitor modules.

[0183] Clause 42: The system of any one of clauses 29 to 41, wherein the master processing unit is further configured to: manage energy transfer rates; monitor health and status of the station unit and tender car unit including maintenance and service history and provideservice and maintenance alerts; and document and store performance data to provide output reports to third-party participants.

[0184] Clause 43: The system of any one of clauses 29 to 42, further comprising any of the features recited in clauses 1-28.

[0185] Clause 44: An energy storage system configured to store and discharge electrical energy, the system comprising: a first power supply electrically connected to an energy transfer device for receiving or delivering a pulse power energy transfer; a second power supply electrically connected to an external energy source or energy sink; and first capacitor modules electrically connected to the first power supply and the second power supply, wherein the first power source is configured to direct energy from the pulse power energy transfer to or from the capacitor modules and the second power supply is configured to direct energy from the external energy source or sink to or from the capacitor modules, and wherein the transfer of energy between the first power supply and the first capacitor modules is bi-directional.

[0186] Clause 45: The system of clause 44, wherein the capacitor modules are interchangeable or replaceable.

[0187] Clause 46: The system of any one of clauses 44 to 45, wherein the energy storage is housed within a tender configured to be mechanically and electrically connected to an electric vehicle.

[0188] Clause 47: The system of clause 46, wherein the electric vehicle includes a diesel-electric locomotive.

[0189] Clause 48: The system of any one of clauses 44 to 47, wherein the first power supply is in electrical communication with an energy transfer pickup, the energy transfer pickup configured to transfer via a non-continuous pulse power energy transfer electrical energy to or from the energy transfer device.

[0190] Clause 49: The system of clause 48, wherein the energy transfer pickup includes a plurality of charging interfaces disposed on a surface, the plurality of charging interfaces configured to raise and lower to adjust a height of the charging interfaces relative to the energy transfer device.

[0191] Clause 50: The system of clause 49, wherein the plurality of charging interfaces include an energy transfer surface connected to an actuator configured to increase or decrease an angle of the energy transfer surface.

[0192] Clause 51: The system of any one of clauses 49 to 50, wherein the surface is lowered or raised by at least one of a hydraulic system, an electrical system, and a pneumatic system.

[0193] Clause 52: The system of any one of clauses 49 to 51, wherein the surface is lowered or raised by a magnetic system.

[0194] Clause 53: The system of any one of clauses 49 to 52, wherein individual charging interfaces of the plurality of charging interfaces are configured to raise and lower independent of one another.

[0195] Clause 54: The system of any one of clauses 49 to 52, wherein the plurality of charging interfaces are configured to raise and lower simultaneously.

[0196] Clause 55: The system of any one of clauses 49 to 54, wherein the surface includes plurality of surfaces configured to raise and lower independent of one another.

[0197] Clause 56: The system of any one of clauses 48 to 55, wherein the energy transfer pickup is configured to contact the energy transfer device for transferring electrical energy.

[0198] Clause 57: The system of any one of clauses 48 to 56, wherein the energy transfer pickup is configured to directly contact the energy transfer device for transferring electrical energy.

[0199] Clause 58: The system of any one of clauses 48 to 57, wherein the energy transfer device includes an energy beam.

[0200] Clause 59: The system of any one of clauses 44 to 58, wherein the first power supply adjusts a voltage or an amperage of the electrical energy as the pulse power energy transfer is transferred to or from the energy storage system.

[0201] Clause 60: The system of any one of clauses 44 to 59, further comprising any of the features recited in clauses 1-43.

[0202] Clause 61: A charging interfaces system configured to receive or deliver a pulse power energy transfer, the system comprising: a plurality of charging interfaces positioned atop a tender car unit; and an actuating system including an actuator connected to araising surface, the plurality of charging interfaces positioned atop the raising surface; wherein the actuating system is configured to raise and lower the plurality of charging interfaces to contact an energy transfer device during the pulse power energy transfer.

[0203] Clause 62: The system of clause 61, further comprising a cooling system connected to the plurality of charging interfaces to cool the plurality of charging interfaces during the pulse power energy transfer.

[0204] Clause 63: The system of any one of clauses 61 to 62, wherein the plurality of charging interfaces include conductive metals suitable for transferring or receiving high voltage and high amperage electrical energy.

[0205] Clause 64: The system of clause 63, wherein the conductive metal includes at least one of or a combination of copper, silver, aluminum, gold, nickel, brass alloy, bronze alloy, tungsten, or platinum.

[0206] Clause 65: The system of any one of clauses 61 to 64, further comprising any of the features recited in clauses 1-60.

[0207] Clause 66: An energy management system, the system including: a tender car unit communication system, the system comprising: one or more sensors configured to obtain data indicative of at least one parameter of a tender car energy storage system; a first wireless communication system configured to transmit and receive messages; and a first processing module in communication with the one or more sensors, the first processing module including memory storing instructions and one or more processors configured to execute instructions to: receive the data from the one or more sensors indicative of at least one parameter of an energy storage system; determine a charge state of the energy storage system and whether to charge the energy storage system based on at least the at least one parameter; determine a health state of the energy storage system and whether to service the energy storage system based on at least the at least one parameter; and cause a first signal to be generated from the first wireless system at least based on the charge state determination and the health state determination; an energy transfer station communication system, the system including: one or more sensors configured to obtain data indicative of at least one parameter of a station energy storage system; a second wireless communication system configured to transmit and receive messages; and a second processing module in communication with the one or more sensors, the second processing module including memory storing instructions and one or moreprocessors configured to execute instructions to: receive the data from the one or more sensors indicative of at least one parameter of a station energy storage system; determine a charge state of the station energy storage system; monitor a health state of the energy storage system from based on at least the at least one parameter of the station energy storage system; and cause a second signal to be generated from the second wireless system at least based on the charge state determination and the health state determination; and a central control hub communication system, the system including: a third wireless communication system configured to transmit and receive messages, the third wireless communication system configured to receive and transmit signals to the first wireless communication system and the second wireless communication system; and a third processing module in communication with the third wireless communication system, the third processing module including memory storing instructions and one or more processors configured to execute instructions to: receive the first signal of the determined charge state and the health state of the tender car energy storage system; receive the second signal of the determined charge state and the health state of the station energy storage system: monitor a cost of power and demand of charging needs of the station energy storage system and determine an amount of electrical energy to draw from a utility and an energy transfer rate to charge the station energy storage system; determine whether to charge the station energy storage system based on at least the at least one parameter, the cost of power and charging needs, amount of energy, and energy transfer rate; from the tender car determined charge state, determine whether to charge the tender car energy storage system; cause a third signal to be communicated to the second wireless communication system to charge the tender car unit; and determine whether to service the tender car energy storage system or the station energy storage system based on the monitored health state.

[0208] Clause 67: The system of clause 66, further comprising a locomotive communication tether configured to transfer data between a locomotive engine and the tender car communication system.

[0209] Clause 68: The system of any one of clauses 66 to 67, further comprising any of the features recited in clauses 1-65.

[0210] Clause 69: An electrical energy system configured to transfer electrical energy between an electrical vehicle and an energy transfer station, the system including: a tender configured to be mechanically and electrically connected to the electric vehicle; a firstplurality of capacitor modules housed within the tender and connected to a first plurality of energy regulating devices, the first plurality of capacitor modules including a plurality of capacitor banks; and an energy transfer pickup in electrical communication with the first plurality of capacitor modules, the energy transfer pickup configured to transfer via a non- continuous pulse power energy transfer electrical energy to or from an overhead energy transfer device of the energy transfer station, wherein the energy transfer pickup includes a plurality of charging interfaces disposed on a surface configured to raise and lower to adjust the height of the charging interfaces relative to the energy transfer device.

[0211] Clause 70: The system of clause 69, wherein the plurality of charging interfaces include an energy transfer surface connected to an actuator configured to increase or decrease an angle of the energy transfer surface.

[0212] Clause 71: The system of any one of clauses 69 to 70, wherein the energy transfer pickup is configured to contact the overhead energy transfer device for transferring electrical energy.

[0213] Clause 72: The system of clause 71, wherein the energy transfer pickup is configured to directly contact the overhead energy transfer device for transferring electrical energy.

[0214] Clause 73: The system of any one of clauses 69 to 72, wherein a first lateral side and a second lateral side opposite the first lateral side of the tender include apertures and wherein the first plurality of capacitor modules are configured to be removed from or placed into the tender via the apertures.

[0215] Clause 74: The system of clause 73, wherein the apertures include a cover that slidably opens or closes for removing the first plurality of capacitor modules.

[0216] Clause 75: The system of any one of clauses 69 to 74, wherein the energy transfer station includes: a second plurality of capacitor modules housed within a station component housing and connected to a second plurality of energy regulating devices, the second plurality of capacitor modules include a plurality of capacitor banks; and a local utility connection connected to the second plurality of energy regulating devices.

[0217] Clause 76: The system of any one of clauses 69 to 75, wherein the surface is lowered or raised by at least one of a hydraulic system, an electrical system, and a pneumatic system.

[0218] Clause 77: The system of clause 76, wherein the surface is lowered or raised by a magnetic system.

[0219] Clause 78: The system of any one of clauses 69 to 77, wherein individual charging interfaces of the plurality of charging interfaces are configured to raise and lower independent of one another.

[0220] Clause 79: The system of any one of clauses 69 to 77, wherein the plurality of charging interfaces are configured to raise and lower simultaneously.

[0221] Clause 80: The system of any one of clauses 69 to 79, wherein the surface includes plurality of surfaces configured to raise and lower independent of one another.

[0222] Clause 81: The system of any one of clauses 69 to 80, wherein the overhead energy transfer device includes an energy beam.

[0223] Clause 82: The system of any one of clauses 69 to 81, wherein the first plurality of energy regulating devices adjusts the voltage and amperage of the electrical energy as the energy is Iran si erred to the electric vehicle or the overhead energy transfer device.

[0224] Clause 83: The system of any one of clauses 69 to 82, further comprising any of the features recited in clauses 1-68.

[0225] Clause 84: An energy management system configured to manage power distribution between an energy transfer station and an electric vehicle, the system comprising: a wireless communication system configured to transmit and receive messages; and a processing module in communication with the wireless communication system, the processing module including memory storing instructions and one or more processors configured to execute instructions to: receive an approach signal indicating a tender rail car including a tender energy storage is approaching an energy transmitting station including a station energy storage system, the approach signal including a charge state of the tender energy storage system; evaluate a state of charge and health of the tender energy storage system from the approach signal; determine whether the tender energy storage system is to be charged based at least on the charge state of tender car energy storage system; determine whether the tender energy storage system is functional based at least on the health state of tender car energy storage system; transmit a charge signal to the energy transmitting station to charge the tender energy storage system; determine whether an energy transfer pickup of the tender energy storage system is contacting an energy transfer beam of the energy transmitting station; charge thetender energy storage system by pulse power energy transfer from the energy transfer beam to the energy transfer pickup.

[0226] Clause 85: The system of clause 84, wherein the charge signal includes instructions to raise one or more charging interfaces of the tender rail car from a storage position to a charging position, wherein the one or more charging interfaces are configured to contact the energy transfer beam of the energy transfer station.

[0227] Clause 86: The system of any one of clauses 84 to 85, wherein the one or more processors are further configured to activate contact indicators of the tender rail car to identify an energy transfer beam of the energy transfer station.

[0228] Clause 87: The system of any one of clauses 84 to 86, wherein the one or more processors are further configured to execute instructions to generate an activation signal to the energy transfer station to activate an energy transfer beam.

[0229] Clause 88: The system of any one of clauses 84 to 87, wherein the one or more processors are further configured to execute instructions to: receive a second signal of the charge state of the station energy storage system; monitor a cost of power and demand of charging needs of the station energy storage system; determine an amount of electrical energy and an energy transfer rate to charge the station energy storage system from a local utility; determine whether to charge the station energy storage system based at least on the cost of power, the charging needs, and an energy transfer rate.

[0230] Clause 89: The system of any one of clauses 84 to 88, further comprising any of the features recited in clauses 1-83.

[0231] Clause 90: An energy management system configured to manage power distribution between an energy transfer station and a tender rail car, the system comprising: a wireless communication system configured to transmit and receive messages; and a processing module in communication with the wireless communication system, the processing module including memory storing instructions and one or more processors configured to execute instructions to: receive an in-use signal indicating an energy transfer station including a station energy storage system is located at an active rail line, wherein the energy transfer station is configured to transfer energy via a pulse power energy transfer to a tender energy storage a tender rail car including a tender energy storage; evaluate a state of charge and health of the station energy storage system from the in-use signal; determine whether the station energystorage system is to be charged based at least on the charge state of station car energy storage system; determine whether the station energy storage system is functional based at least on the health state of station energy storage system; monitor a cost of power and demand of charging needs of the station energy storage system; determine an amount of electrical energy and an energy transfer rate to charge the station energy storage system from a local utility; determine whether to charge the station energy storage system based at least on the cost of power, the charging needs, and an energy transfer rate transmit a charge signal to the energy transmitting station to charge the tender energy storage system.

[0232] Clause 91: The system of clause 90, wherein the one or more processors are further configured to transmit a deactivation signal to deactivate capacitor modules of the station energy storage system based at least on the determination of whether the energy storage system is functional if the capacitor modules are damaged or unresponsive.

[0233] Clause 92: The system of any one of clauses 90 to 91, wherein the one or more processors are further configured to transmit a repair signal to service the station energy storage system based at least on the determination of whether the energy storage system is functional if the health of the energy storage system is compromised.

[0234] Clause 93: The system of any one of clauses 90 to 92, further comprising any of the features recited in clauses 1-89.

Claims

WHAT IS CLAIMED IS:

1. A rechargeable electrical system configured to provide electrical energy to operate a locomotive, the system comprising: a tender car unit configured to receive and transfer electrical energy, the tender car unit comprising: one or more power blocks comprising a first plurality of power supplies, a first plurality of capacitor modules configured to store electrical energy and in electrical communication with the first plurality of power supplies, and a tether configured to electrically connect the one or more power blocks to the locomotive; a first plurality of onboard sensors configured to collect data indicative of at least one parameter of the tender car unit; and an energy transfer unit in communication with the one or more power blocks, the energy transfer unit having an energy transfer pickup comprising a plurality of charging interfaces configured to receive or distribute a pulse power energy transfer, wherein the energy transfer unit is electrically connected to the one or more power blocks such that the energy received through the pulse power energy transfer is communicated to the first plurality of power supplies and the first plurality of capacitor modules; wherein the first plurality of power supplies directs and regulates the energy transferred to and from the first plurality of capacitor modules, wherein the first plurality of capacitor modules are electrically connected to one another via a bus bar located along a center plane of the one or more power blocks, wherein the first plurality of capacitor modules are interchangeable or replaceable, wherein a first power supply of the first plurality of power supplies is configured to direct energy from the energy transfer pickup to the first plurality of capacitor modules and a second power supply of the first plurality of power supplies is configured to direct energy from the first plurality of capacitor modules to the locomotive; andwherein transfer of energy between the first plurality of power supplies and the first plurality of capacitor modules is bi-directional; a station unit electrically connected to a local utility grid and configured to store and transfer energy, the station unit comprising: a second plurality of power supplies and a second plurality of capacitor modules in electrical communication with the local utility grid, wherein the second plurality of power supplies directs and regulates energy transferred to or from the second plurality of capacitor modules, and wherein the second plurality of capacitor modules are configured to store electrical energy; an energy transfer device electrically connected to the second plurality of power supplies, wherein the energy transfer device provides or receives the pulse power energy transfer to or from the one or more power blocks; and a station component housing containing the second plurality of power supplies and second plurality of capacitor modules; and an energy management software configured to monitor and control a distribution of energy comprising: a central command station having a wireless transmitting device and a master processing unit, the master processing unit comprising memory storing instructions and one or more processors configured to execute instructions to: control the transfer of energy between the energy transfer device of the station unit and the tender car unit; manage energy transfer rates; monitor and set energy storage levels at the station unit and the tender car unit; monitor cost of electrical energy and determines opportune time for energy acquisition; monitor health and status of the station unit and tender car unit including maintenance and service history and provide service and maintenance alerts;receive data from the station unit and the tender car unit to determine charge needs based on data demands and outputs commands; and document and store performance data to provide output reports to third-party participants; wherein the wireless transmitting device is configured to communicate with the station unit and the tender car unit.

2. The system of Claim 1, wherein the plurality of charging interfaces engages the energy transfer device.

3. The system of any one of Claims 1 to 2, wherein the energy transfer device comprises an energy rail.

4. The system of any one of Claims 1 to 3, wherein the first plurality of power supplies comprise energy regulating devices.

5. The system of any one of Claims 1 to 4, wherein the first plurality of onboard sensors are configured to collect data related to at least the health of the tender car unit, a location or direction of the tender car unit, a charge state of the tender car unit, and an energy usage of the tender car unit.

6. The system of any one of Claims 1 to 5, wherein the station unit is configured to be stationary or portable.

7. The system of any one of Claims 1 to 6, wherein the first plurality of capacitor modules are detachable from the bus bar and configured to be removed from the tender car unit.

8. The system of any one of Claims 1 to 7, wherein the first plurality of capacitor modules are electrically connected in a series circuit.

9. The system of any one of Claims 1 to 7, wherein the first plurality of capacitor modules are electrically connected in a parallel circuit.

10. The system of any one of Claims 1 to 9, wherein the tender car unit comprises one or more openings for accessing the first plurality of capacitor modules.

11. The system of Claim 10, wherein the openings are perpendicular to a travel direction of the locomotive.

12. The system of any one of Claims 10 to 1 1 , wherein the one or more openings comprise slidable covers configured to slide in a vertical or horizontal direction for accessing the first plurality of capacitor modules.

13. The system of any one of Claims 1 to 12, wherein the first plurality of capacitor modules are controlled by a battery management system, wherein the battery management system controls each module of the first plurality of capacitor modules.

14. The system of any one of Claims 1 to 13, wherein the tender car unit further comprises a conductive lubrication application system comprising a panel assembly having panel configured to selectively cover or uncover an aperture formed in the energy transfer unit, the aperture providing access to the energy transfer unit, wherein the panel is configured to translate along a first axis and a second axis.

15. The system of Claim 14, wherein the panel assembly further comprises a brush positioned relative to a conductive lubricant reservoir, the brush configured to engage a conductive lubricant in a stowed configuration and apply the conductive lubricant to the energy transfer unit when the panel is in an operational configuration.

16. The system of Claim 15, wherein the conductive lubricant is formulated to partially dry or evaporate over time to provide cooling and prevent excessive buildup during operation.

17. The system of any one of Claims 15 to 16, wherein the conductive lubricant additionally is configured to serve as a thermal interface medium to facilitate heat transfer away from the energy transfer unit during the pulse power energy transfer.

18. The system of any one of Claims 1 to 17, wherein the tender car unit further comprises further comprises a brush mechanism positioned on the energy transfer unit and aligned with the energy transfer device, the brush mechanism rotatable about a pivot point between a stowed configuration and a deployed configuration to apply conductive lubricant to the energy transfer device.

19. The system of any one of Claims 1 to 18, wherein the energy transfer unit further comprises a brush mechanism, the brush mechanism comprising a brush having brush bristles and a flexible lubricant supply line embedded at least partially along a length of brush bristles, the flexible lubricant supply line in fluid communication with a conductive lubricantreservoir to deliver a conductive lubricant using at least one of pressure, gravity, or capillary action.

20. The system of any one of Claims 1 to 19, wherein a rotating brush head is mounted on the energy transfer unit, the rotating brush head configured to rotate about a point of rotation to apply conductive lubricant from a wipe dish to the energy transfer device.

21. The system of any one of Claims 1 to 19, wherein the station unit further comprises a rotating brush head mounted on the energy transfer device, the rotating brush head configured to rotate about a point of rotation to apply conductive lubricant from a wipe dish to the plurality of charging interfaces.

22. The system of any one of Claims 1 to 21, wherein the plurality of charging interfaces and a conveyance mechanism of the plurality of charging interfaces arc configured to be in a stowed position within the energy transfer unit, such that the plurality of charging interfaces is at least partially submerged in a reservoir of conductive lubricant.

23. The system of claim 22, wherein, in a deployment position, the plurality of charging interfaces are extended from the reservoir of conductive lubricant, carrying a layer of conductive lubricant for coating the energy transfer device.

24. The system of any one of Claims 1 to 23, wherein the energy transfer unit further comprises one or more conductive lubricant reservoirs in fluid communication with a spray nozzle directed toward the energy transfer device.

25. The system of any one of Claims 1 to 23, wherein the station unit further comprises one or more conductive lubricant reservoirs in fluid communication with a spray nozzle directed toward the plurality of charging interfaces.

26. The system of any one of Claims 1 to 25, wherein the energy transfer device further comprises a barrier disposed between each energized electrode of the energy transfer device, the barrier configured to provide physical isolation between each of the energized electrodes.

27. The system of any one of Claims 1 to 26, wherein the tender car unit further comprises a pressurized gas suppression system configured to release at least one of a dielectric or insulating gas toward the energy transfer device to extinguish an arc between energized electrodes of the energy transfer device.

28. The system of any one of Claims 1 to 27, wherein the station unit further comprises a pressurized gas suppression system, the pressurized gas suppression system configured to monitor conditions consistent with an arc flash and deliver at least one of a dielectric or an insulating gas to a location of a potential arc.

29. A rechargeable electrical system configured to provide electrical energy to operate a locomotive via a pulse power energy transfer, the system comprising: a tender car unit configured to receive and transfer electrical energy comprising a first plurality of capacitor modules configured to store electrical energy and an energy transfer unit configured to transfer or receive electrical energy; a station unit electrically connected to a local utility grid and configured to store and transfer energy, the station unit comprising a second plurality of capacitor modules in electrical communication with the local utility grid configured to store electrical energy and an energy transfer device configured to transfer or receives the pulse power energy transfer to or from the energy transfer unit; and an energy management software configured to monitor and control a distribution of the pulse power energy transfer comprising a central command station having a wireless transmitting device and a master processing unit, wherein the master processing unit comprises memory storing instructions and one or more processors configured to execute instructions to: control the transfer of energy between the energy transfer device of the station unit and the tender car unit; monitor and set energy storage levels at the station unit and the tender car unit; monitor cost of electrical energy and determines opportune time for energy acquisition; and receive data from the station unit and the tender car unit to determine charge needs based on data demands and outputs commands.

30. The system of Claim 29, wherein the tender car unit further comprises one or more power blocks comprising a first plurality of power supplies in electrical communication with the first plurality of capacitor modules, and a tether configured to electrically connect the one or more power blocks to the locomotive.31 . The system of Claim 30, wherein the energy transfer unit is in communication with the one or more power blocks, wherein the energy transfer unit is electrically connected to the one or more power blocks such that the energy received via the pulse power energy transfer is communicated to the first plurality of power supplies and the first plurality of capacitor modules.

32. The system of any one of Claims 30 to 31, wherein the first plurality of power supplies directs and regulates the energy transferred to and from the first plurality of capacitor modules.

33. The system of any one of Claims 30 to 32, wherein a first power supply of the first plurality of power supplies is configured to direct energy from the energy transfer device to the first plurality of capacitor modules and a second power supply of the first plurality of power supplies is configured to direct energy from the first plurality of capacitor modules to the locomotive.

34. The system of any one of Claims 30 to 33, wherein transfer of energy between the first plurality of power supplies and the first plurality of capacitor modules is bi-directional.

35. The system of any one of Claims 29 to 34, wherein the tender car unit further comprises a first plurality of onboard sensors configured to collect data indicative of at least one parameter of the tender car unit.

36. The system of any one of Claims 29 to 35, wherein the energy transfer unit includes an energy transfer pickup comprising a plurality of charging interfaces configured to receive or distribute a pulse power energy transfer.

37. The system of any one of Claims 29 to 36, wherein the first plurality of capacitor modules are electrically connected to one another via a bus bar located along a center plane of the tender car unit.

38. The system of any one of Claims 29 to 37, wherein the first plurality of capacitor modules are interchangeable or replaceable.

39. The system of any one of Claims 29 to 38, wherein the station unit further comprises a second plurality of power supplies in electrical communication with the local utility grid, wherein the second plurality of power supplies directs regulates energy transferred to or from the second plurality of capacitor modules.

40. The system of Claim 39, wherein the energy transfer device is electrically connected to the second plurality of power supplies.

41. The system of any one of Claims 39 to 40. herein the station unit further comprises a station component housing containing the second plurality of power supplies and the second plurality of capacitor modules.

42. The system of any one of Claims 29 to 41, wherein the master processing unit is further configured to: manage energy transfer rates; monitor health and status of the station unit and tender car unit including maintenance and service history and provide service and maintenance alerts; and document and store performance data to provide output reports to third-party participants.

43. The system of any one of Claims 29 to 42, further comprising any of the features recited in Claims 1-28.

44. An energy storage system configured to store and discharge electrical energy, the system comprising; a first power supply electrically connected to an energy transfer device for receiving or delivering a pulse power energy transfer; a second power supply electrically connected to an external energy source or energy sink; and first capacitor modules electrically connected to the first power supply and the second power supply, wherein the first power source is configured to direct energy from the pulse power energy transfer to or from the capacitor modules and the second power supply is configured to direct energy from the external energy source or sink to or from the capacitor modules, and wherein the transfer of energy between the first power supply and the first capacitor modules is bi-directional.

45. The system of Claim 44, wherein the capacitor modules are interchangeable or replaceable.

46. The system of any one of Claims 44 to 45, wherein the energy storage system is housed within a tender configured to be mechanically and electrically connected to an electric vehicle.

47. The system of Claim 46, wherein the electric vehicle comprises a diesel-electric locomotive.

48. The system of any one of Claims 44 to 47, wherein the first power supply is in electrical communication with an energy transfer pickup, the energy transfer pickup configured to transfer via a non-continuous pulse power energy transfer electrical energy to or from the energy transfer device.

49. The system of Claim 48, wherein the energy transfer pickup comprises one or more power blocks disposed on a surface, the one or more power blocks configured to raise and lower to adjust a height of the one or more power blocks relative to the energy transfer device.

50. The system of Claim 49, wherein the one or more power blocks comprise an energy transfer surface connected to an actuator configured to increase or decrease an angle of the energy transfer surface.

51. The system of any one of Claims 49 to 50, wherein the surface is lowered or raised by at least one of a hydraulic system, an electrical system, and a pneumatic system.

52. The system of any one of Claims 49 to 51, wherein the surface is lowered or raised by a magnetic system.

53. The system of any one of Claims 49 to 52, wherein individual power blocks of the energy transfer pickup are configured to raise and lower independent of one another.

54. The system of any one of Claims 49 to 52, wherein the one or more power blocks are configured to raise and lower simultaneously.

55. The system of any one of Claims 49 to 54, wherein the surface comprises plurality of surfaces configured to raise and lower independent of one another.

56. The system of any one of Claims 48 to 55, wherein the energy transfer pickup is configured to contact the energy transfer device for transferring electrical energy.

57. The system of any one of Claims 48 to 56, wherein the energy transfer pickup is configured to directly contact the energy transfer device for transferring electrical energy.

58. The system of any one of Claims 48 to 57, wherein the energy transfer device comprises an energy beam.

59. The system of any one of Claims 44 to 58, wherein the first power supply adjusts a voltage or an amperage of the electrical energy as the pulse power energy transfer is transferred to or from the energy storage system.

60. The system of any one of Claims 44 to 59, further comprising any of the features recited in Claims 1-43.

61. A charging interface system configured to receive or deliver a pulse power energy transfer, the system comprising: a plurality of charging interfaces positioned atop a tender car unit; and an actuating system comprising an actuator connected to a raising surface, the plurality of charging interfaces positioned atop the raising surface; wherein the actuating system is configured to raise and lower the plurality of charging interfaces to contact an energy transfer device during the pulse power energy transfer.

62. The system of Claim 61, further comprising a cooling system connected to the plurality of charging interfaces to cool the plurality of charging interfaces during the pulse power energy transfer.

63. The system of any one of Claims 61 to 62, wherein the plurality of charging interfaces comprise conductive metals suitable for transferring or receiving high voltage and high amperage electrical energy.

64. The system of Claim 63, wherein the conductive metal comprises at least one of or a combination of copper, silver, aluminum, gold, nickel, brass alloy, bronze alloy, tungsten, or platinum.

65. The system of any one of Claims 61 to 64, further comprising any of the features recited in Claims 1-60.

66. An energy management system, the system comprising: a tender car unit communication system, the system comprising: one or more sensors configured to obtain data indicative of at least one parameter of a tender car energy storage system; a first wireless communication system configured to transmit and receive messages; anda first processing module in communication with the one or more sensors, the first processing module comprising memory storing instructions and one or more processors configured to execute instructions to: receive the data from the one or more sensors indicative of at least one parameter of an energy storage system; determine a charge state of the energy storage system and whether to charge the energy storage system based on at least the at least one parameter; determine a health state of the energy storage system and whether to service the energy storage system based on at least the at least one parameter; and cause a first signal to be generated from the first wireless system at least based on the charge state determination and the health state determination; an energy transfer station communication system, the system comprising: one or more sensors configured to obtain data indicative of at least one parameter of a station energy storage system; a second wireless communication system configured to transmit and receive messages; and a second processing module in communication with the one or more sensors, the second processing module comprising memory storing instructions and one or more processors configured to execute instructions to: receive the data from the one or more sensors indicative of at least one parameter of a station energy storage system; determine a charge state of the station energy storage system; monitor a health state of the energy storage system from based on at least the at least one parameter of the station energy storage system; and cause a second signal to be generated from the second wireless system at least based on the charge state determination and the health state determination; anda central control hub communication system, the system comprising: a third wireless communication system configured to transmit and receive messages, the third wireless communication system configured to receive and transmit signals to the first wireless communication system and the second wireless communication system; and a third processing module in communication with the third wireless communication system, the third processing module comprising memory storing instructions and one or more processors configured to execute instructions to: receive the first signal of the determined charge state and the health state of the tender car energy storage system; receive the second signal of the determined charge state and the health state of the station energy storage system: monitor a cost of power and demand of charging needs of the station energy storage system and determine an amount of electrical energy to draw from a utility and an energy transfer rate to charge the station energy storage system; determine whether to charge the station energy storage system based on at least the at least one parameter, the cost of power and charging needs, amount of energy, and energy transfer rate; from the tender car determined charge state, determine whether to charge the tender car energy storage system; cause a third signal to be communicated to the second wireless communication system to charge the tender car unit; and determine whether to service the tender car energy storage system or the station energy storage system based on the monitored health state.

67. The energy management system of Claim 66, further comprising a locomotive communication tether configured to transfer data between a locomotive engine and the tender car communication system.

68. The system of any one of Claims 66 to 67, further comprising any of the features recited in Claims 1-65.

69. An electrical energy system configured to transfer electrical energy between an electrical vehicle and an energy transfer station, the system comprising: a tender configured to be mechanically and electrically connected to the electric vehicle; a first plurality of capacitor modules housed within the tender and connected to a first plurality of energy regulating devices, the first plurality of capacitor modules comprising a plurality of capacitor banks; and an energy transfer pickup in electrical communication with the first plurality of capacitor modules, the energy transfer pickup configured to transfer via a non- continuous pulse power energy transfer electrical energy to or from an overhead energy transfer device of the energy transfer station, wherein the energy transfer pickup comprises a plurality of charging interfaces disposed on a surface configured to raise and lower to adjust the height of the charging interfaces relative to the energy transfer device.

70. The system of Claim 69, wherein the plurality of charging interfaces comprise an energy transfer surface connected to an actuator configured to increase or decrease an angle of the energy transfer surface.

71. The system of any one of Claims 69 to 70, wherein the energy transfer pickup is configured to contact the overhead energy transfer device for transferring electrical energy.

72. The system of Claim 71, wherein the energy transfer pickup is configured to directly contact the overhead energy transfer device for transferring electrical energy.

73. The system of any one of Claims 69 to 72, wherein a first lateral side and a second lateral side opposite the first lateral side of the tender comprise apertures and wherein the first plurality of capacitor modules are configured to be removed from or placed into the tender via the apertures.

74. The system of Claim 73, wherein the apertures comprise a cover that slidably opens or closes for removing the first plurality of capacitor modules.

75. The system of any one of Claims 69 to 74, wherein the energy transfer station comprises:a second plurality of capacitor modules housed within a station component housing and connected to a second plurality of energy regulating devices, the second plurality of capacitor modules comprise a plurality of capacitor banks; and a local utility connection connected to the second plurality of energy regulating devices.

76. The system of any one of Claims 69 to 75, wherein the surface is lowered or raised by at least one of a hydraulic system, an electrical system, and a pneumatic system.

77. The system of Claim 76, wherein the surface is lowered or raised by a magnetic system.

78. The system of any one of Claims 69 to 77, wherein individual charging interfaces of the plurality of charging interfaces arc configured to raise and lower independent of one another.

79. The system of any one of Claims 69 to 77, wherein the plurality of charging interfaces are configured to raise and lower simultaneously.

80. The system of any one of Claims 69 to 79, wherein the surface comprises plurality of surfaces configured to raise and lower independent of one another.

81. The system of any one of Claims 69 to 80, wherein the overhead energy transfer device comprises an energy beam.

82. The system of any one of Claims 69 to 81, wherein the first plurality of energy regulating devices adjusts the voltage and amperage of the electrical energy as the energy is transferred to the electric vehicle or the overhead energy transfer device.

83. The system of any one of Claims 69 to 82, further comprising any of the features recited in Claims 1-68.

84. An energy management system configured to manage power distribution between an energy transfer station and an electric vehicle, the system comprising: a wireless communication system configured to transmit and receive messages; and a processing module in communication with the wireless communication system, the processing module comprising memory storing instructions and one or more processors configured to execute instructions to:receive an approach signal indicating a tender rail car comprising a tender energy storage is approaching an energy transmitting station comprising a station energy storage system, the approach signal comprising a charge state of the tender energy storage system; evaluate a state of charge and health of the tender energy storage system from the approach signal; determine whether the tender energy storage system is to be charged based at least on the charge state of tender car energy storage system; determine whether the tender energy storage system is functional based at least on the health state of tender car energy storage system; transmit a charge signal to the energy transmitting station to charge the tender energy storage system; determine whether an energy transfer pickup of the tender energy storage system is contacting an energy transfer beam of the energy transmitting station; charge the tender energy storage system by pulse power energy transfer from the energy transfer beam to the energy transfer pickup.

85. The system of Claim 84, wherein the charge signal comprises instructions to raise one or more charging interfaces of the tender rail car from a storage position to a charging position, wherein the one or more charging interfaces are configured to contact the energy transfer beam of the energy transfer station.

86. The system of any one of Claims 84 to 85, wherein the one or more processors are further configured to activate contact indicators of the tender rail car to identify an energy transfer beam of the energy transfer station.

87. The system of any one of Claims 84 to 86, wherein the one or more processors are further configured to execute instructions to generate an activation signal to the energy transfer station to activate an energy transfer beam.

88. The system of any one of Claims 84 to 87, wherein the one or more processors are further configured to execute instructions to: receive a second signal of the charge state of the station energy storage system;monitor a cost of power and demand of charging needs of the station energy storage system; determine an amount of electrical energy and an energy transfer rate to charge the station energy storage system from a local utility; determine whether to charge the station energy storage system based at least on the cost of power, the charging needs, and an energy transfer rate.

89. The system of any one of Claims 84 to 88, further comprising any of the features recited in Claims 1-83.

90. An energy management system configured to manage power distribution between an energy transfer station and a tender rail car, the system comprising: a wireless communication system configured to transmit and receive messages; and a processing module in communication with the wireless communication system, the processing module comprising memory storing instructions and one or more processors configured to execute instructions to: receive an in-use signal indicating an energy transfer station comprising a station energy storage system is located at an active rail line, wherein the energy transfer station is configured to transfer energy via a pulse power energy transfer to a tender energy storage a tender rail car comprising a tender energy storage; evaluate a state of charge and health of the station energy storage system from the in-use signal; determine whether the station energy storage system is to be charged based at least on the charge state of station car energy storage system; determine whether the station energy storage system is functional based at least on the health state of station energy storage system; monitor a cost of power and demand of charging needs of the station energy storage system; determine an amount of electrical energy and an energy transfer rate to charge the station energy storage system from a local utility;determine whether to charge the station energy storage system based at least on the cost of power, the charging needs, and an energy transfer rate; and transmit a charge signal to the energy transmitting station to charge the tender energy storage system.

91. The system of Claim 90, wherein the one or more processors are further configured to transmit a deactivation signal to deactivate capacitor modules of the station energy storage system based at least on the determination of whether the energy storage system is functional if the capacitor modules are damaged or unresponsive.

92. The system of any one of Claims 90 to 91, wherein the one or more processors are further configured to transmit a repair signal to service the station energy storage system based at least on the determination of whether the energy storage system is functional if the health of the energy storage system is compromised.

93. The system of any one of Claims 90 to 92, further comprising any of the features recited in Claims 1-89.

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