U.S. patent application number 15/058165 was filed with the patent office on 2016-06-23 for power management system for train.
This patent application is currently assigned to Electro-Motive Diesel, Inc.. The applicant listed for this patent is Electro-Motive Diesel, Inc.. Invention is credited to Harinder S Lamba, Budhadeb Mahakul.
Application Number | 20160176414 15/058165 |
Document ID | / |
Family ID | 56128548 |
Filed Date | 2016-06-23 |
United States Patent
Application |
20160176414 |
Kind Code |
A1 |
Lamba; Harinder S ; et
al. |
June 23, 2016 |
POWER MANAGEMENT SYSTEM FOR TRAIN
Abstract
A power management system for managing power supply to a train
having a locomotive with a primary power source for driving at
least one railcar is provided. The power management system includes
a Train Location Detecting System (TLDS) installed on the train to
detect a location of the train, a storage battery on board the
locomotive, a battery charging unit for charging the storage
battery, and an automated power switching system for supplying
power to the train. The storage battery is adapted to supply power
to at least one of the locomotive and the at least one railcar. The
automated power switching system is configured to switch to the
storage battery for the power supply when the train enters a
predetermined geographical zone, and to the primary power source
for the power supply when the train leaves the predetermined
geographical zone.
Inventors: |
Lamba; Harinder S; (Downers
Grove, IL) ; Mahakul; Budhadeb; (Naperville,
IL) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Electro-Motive Diesel, Inc. |
LaGrange |
IL |
US |
|
|
Assignee: |
Electro-Motive Diesel, Inc.
LaGrange
IL
|
Family ID: |
56128548 |
Appl. No.: |
15/058165 |
Filed: |
March 2, 2016 |
Current U.S.
Class: |
105/35 |
Current CPC
Class: |
Y02T 10/7005 20130101;
B61L 25/025 20130101; B61C 3/02 20130101; B60L 2260/26 20130101;
Y02T 10/7291 20130101; B60L 50/61 20190201; B61L 3/006 20130101;
B60L 2240/622 20130101; Y02T 10/7283 20130101; Y02T 30/00 20130101;
B60L 15/2045 20130101; Y02T 10/62 20130101; B60L 50/10 20190201;
Y02T 10/6217 20130101; Y02T 10/70 20130101; Y02T 90/162 20130101;
Y02T 10/72 20130101; Y02T 30/12 20130101; Y02T 90/16 20130101; B60L
2200/26 20130101 |
International
Class: |
B61C 3/02 20060101
B61C003/02 |
Claims
1. A power management system for managing power supply to a train
having a locomotive with a primary power source for driving at
least one railcar, the power management system comprising: a Train
Location Detecting System (TLDS) installed on the train to detect a
location of the train; a storage battery on board the locomotive,
the storage battery being adapted to supply power to at least one
of the locomotive and the at least one railcar; a battery charging
unit for charging the storage battery; and an automated power
switching system, in operable communication with the primary power
source, the TLDS, and the storage battery, for supplying power to
the train, the automated power switching system being configured
to, switch to the storage battery for the power supply, when the
train enters a predetermined geographical zone; and switch to the
primary power source for the power supply when the train leaves the
predetermined geographical zone, wherein the location of the train
is detected by the TLDS.
Description
TECHNICAL FIELD
[0001] The present disclosure relates to controlling power supply
to a train, and more specifically relates to a power management
system and a method for managing a supply of power to the
train.
BACKGROUND
[0002] Everyday, a large number of people across the world travel
through passenger trains. A passenger train usually includes a
locomotive with a power source, and a number of rail cars driven by
the locomotive. The locomotives are usually coal powered, gas
powered or diesel powered. Such locomotives release harmful
emissions during operation. When travelling through highly
populated areas, such as large towns and villages, such emissions
can affect the environment and therefore, the health of the
residents. Similarly, since trains take halts at various train
stations, passengers present at the train stations may come in
direct prolonged contact with the harmful emissions. The
locomotives can not even be switched off as electrical appliances
available in the train, such as house-keeping equipment, need to be
continuously powered even at the train stations.
[0003] European Patent Number 2476573, hereinafter referred to as
'573 patent, discloses a flexible energy management system, which
can be applied to trains having a wide variety of formations. The
invention uses a special recycling vehicle incorporating
regenerative braking and energy storage such as a battery, together
with a power conversion system to supply electricity in the
standard form for train services such as lighting and air
conditioning. A control system arranges the supply of electricity
for train services to coaches from either the recycling vehicle or
the locomotive depending on the level of charge in the battery.
This improves the overall energy efficiency of the train without
requiring special electrical bus connections between vehicles.
Further embodiments of the system include facilities for boost
traction and shunting, with arrangements for the automatic control
of power distribution when train formations are changed. However,
the '573 patent offers a complicated approach and may be
ineffective in switching among various operational modes of the
locomotive as it does not consider various factors associated with
operations of the locomotive while switching among the operational
modes.
SUMMARY OF THE DISCLOSURE
[0004] In one aspect of the present disclosure, a power management
system for managing power supply to a train having a locomotive
with a primary power source for driving at least one railcar is
provided. The power management system includes a Train Location
Detecting System (TLDS) installed on the train to detect a location
of the train and a storage battery on board the locomotive. The
storage battery is adapted to supply power to at least one of the
locomotive and the at least one railcar. The power management
system further includes a battery charging unit for charging the
storage battery and an automated power switching system for
supplying power to the train. The automated power switching system
is in operable communication with the primary power source, the
TLDS, and the storage battery. The automated power switching system
is configured to switch to the storage battery for the power
supply, when the train enters a predetermined geographical zone.
The automated power switching system is further configured to
switch to the primary power source, when the train leaves the
predetermined geographical zone, wherein the location of the train
is detected by the TLDS.
[0005] Other features and aspects of this disclosure will be
apparent from the following description and the accompanying
drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0006] FIG. 1 is a side view of a train in a predetermined
geographical zone in communication with a power management system,
according to one concept of the present disclosure;
[0007] FIG. 2 is a block diagram of the power management system for
controlling a supply of power to the train;
[0008] FIG. 3 is a block diagram of an automated power switching
system of the power management system; and
[0009] FIG. 4 is a flow chart depicting a method of controlling a
supply of power to the train.
DETAILED DESCRIPTION
[0010] Reference will now be made in detail to specific embodiments
or features, examples of which are illustrated in the accompanying
drawings. Wherever possible, corresponding or similar reference
numbers will be used throughout the drawings to refer to the same
or corresponding parts.
[0011] FIG. 1 is a side view of a train 10 in a predetermined
geographical zone 12 in communication with a power management
system 14, according to one embodiment of the present disclosure.
The train 10 includes a locomotive 16 for providing motive power
for the train 10, one or more railcars 18 coupled with the
locomotive 16 for carrying passengers or goods, and a number of
wheels 20 for moving the locomotive 16 and the railcars 18 on
railroad tracks 21.
[0012] In the present embodiment, the locomotive 16 is a
diesel-electric locomotive. Therefore, the locomotive 16 may draw
power from an electrical power grid in a region where there is a
catenary (not shown) or a third rail (not shown), and from a diesel
engine, in a region where external electricity is not
available.
[0013] Although the present embodiment is explained with regard to
the diesel-electric locomotive 10, it should be noted that the
scope of the present disclosure is not limited to the
diesel-electric locomotives and may include other locomotives, such
as a coal-electric locomotive, a gas-electric locomotive, and a
hybrid locomotives with electric power sources known in the art.
The locomotive 16 accommodates an operator to control operations of
the train 10 by using a number of control equipment (not
shown).
[0014] The locomotive 16 and the railcars 18 may also include
electrical auxiliary units (not shown), which may further include,
but are not limited to, an air-conditioning unit, lighting
apparatuses, and electrical outlets.
[0015] As shown in the FIG. 1, the train 10 is entering the
predetermined geographical zone 12. The predetermined geographical
zone 12 is defined around a predefined sub-area 22. In one example,
the predefined sub-area 22 is a location where the train 10 can be
provided with power supply directly from an electrical power grid.
In the present embodiment, the predefined sub-area 22 is a train
station. The predetermined geographical zone 12 may be defined in
any locality based on the requirements, without departing from the
scope of the present disclosure. For example, the predetermined
geographical zone 12 may be defined in the vicinity of a highly
populated area or in a dense forest in order to avoid pollution in
the locality. In one example, the predetermined geographical zone
12 may be defined by using a geo-fencing technique. As is generally
known, a geo-fence is a virtual perimeter created around a center
point.
[0016] The train 10 and the predefined sub-area 22 are in operable
communication with the power management system 14. The power
management system 14 is configured to manage a supply of power to
the train 10, based on a location of the train 10. The power
management system 14 determines the location of the train 10 with
respect to the predetermined geographical zone 12. Subsequently,
the power management system 14 controls the power supply to the
train 10 by switching between a plurality of operational modes. The
components and operations of the power management system 14 are
explained in detail in the description of FIG. 2 and FIG. 3.
[0017] FIG. 2 shows a block diagram of the power management system
14. The power management system 14 includes a primary power source
24, a Train Location Detecting system (TLDS) 26, a storage battery
28 on board the locomotive 16, a battery charging unit 30 for
charging the storage battery 28, and an automated power switching
system 32 for switching between the operational modes based on the
location of the train 10. The primary power source 24, the TLDS 26,
the storage battery 28, the battery charging unit 30, and the
automated power switching system 32 are in operable communication
with each other.
[0018] The primary power source 24 is located in the locomotive 16,
and is used as the primary source of power for driving the
locomotive 16 and in turn the railcars 18. Since the locomotive 16
in the present embodiment is a diesel-electric locomotive, the
primary power source 24 is the diesel engine. In one example, the
primary power source 24 may be a transformer that is tied to the
electrical power grid via the pantograph and the catenary, or a
third rail shoe and the third rail.
[0019] The TLDS 26 is installed on the train 10 for detecting a
location of the train 10. In one example, the TLDS 26 may include a
Global Positioning System (GPS). In another example, the power
management system 14 may include another location tracking
apparatus 26 for detecting the location, without departing from the
scope of the present disclosure. For example, an entry and an exit
of the train 10 from the predetermined geographical zone 12 may be
detected using Radio-Frequency Identification (RFID) systems or any
other wireless detection system known in the art. In such an
example, RFID tags may be mounted on the train 10 and corresponding
RFID readers may be installed in and around the predetermined
geographical zone 12. Based on the reading of the RFID tags by the
RFID readers, the location of the train 10 is detected.
[0020] The storage battery 28 acts as an alternate power source to
the primary power source 24. The storage battery 28 is adapted to
supply power to at least one of the locomotive 16 for traction and
the electrical auxiliary units of the railcars 18. The storage
battery 28 may be a single battery or a set of batteries connected
to each other for supplying the power to the train 10. The storage
battery 28 is charged by using the battery charging unit 30.
[0021] The battery charging unit 30 is adapted to charge the
storage battery 28 from at least one of the primary power source
24, a regenerative braking mechanism (not shown) of the train 10,
and the electrical power grid (not shown). In one example, the
battery charging unit 30 charges the storage battery 28 by the
primary power source 24 when the train 10 is drawing power from the
primary power source 24. Therefore, the diesel engine has to be
functional for charging of the storage battery 28. In another
example, the battery charging unit 30 charges the storage battery
28 from the regenerative braking mechanism, when the train 10 is in
motion. The battery charging unit 30 may use the energy generated
during braking of the train 10 when in motion for charging the
storage battery 28. In yet another example, the battery charging
unit 30 charges the storage battery 28 by the electrical power grid
when the train 10 is stationary. In one example, the storage
battery 28 is charged by the electrical power grid when the train
10 is at the predefined sub-area 22. In such an example, the
storage battery 28 may directly be connected to the electrical
power grid available at the predefined sub-area 22.
[0022] The automated power switching system 32 supplies power to
the train 10 by switching between the operational modes based on
the location of the train 10. The automated power switching system
32 switches to the storage battery 28 for the power supply, when
the train 10 enters the predetermined geographical zone 12.
Similarly, the automated power switching system 32 switches to the
primary power source 24 for the power supply, when the train 10
leaves from the predetermined geographical zone 12. The details of
the automated power switching system 32 are explained in detail in
the description of FIG. 3.
[0023] FIG. 3 illustrates a block diagram of the automated power
switching system 32 of the power management system 14. The
automated power switching system 32 includes a processor 34, an
interface 36, and a memory 38 coupled to the processor 34. The
processor 34 is configured to fetch and execute computer readable
instructions stored in the memory 38. The interface 36 facilitates
multiple communications within wide variety of protocols and
networks, such as network, including wired as well as wireless
network. In one example, the interface 36 may include one or more
ports for connecting the automated power switching system 32 to an
output unit (not shown).
[0024] The automated power switching system 32 also includes
modules 40 and data 42. The modules 40 include routines, programs,
objects, components, data structures, etc., which perform
particular tasks or implement particular abstract data types. In
one embodiment, the modules 40 include a data receiving module 44,
a location determining module 46, and a mode switching module 48.
The data 42 acts as, inter alia, repository for storing data
processed, received, and generated by one or more of the modules
40. The data 42 includes a location determining data 50 and a mode
switching data 52.
[0025] The data receiving module 44 receives data pertaining to the
location of the train 10 from the TLDS 26. The data receiving
module 44 also receives data pertaining to the predetermined
geographical zone 12 and the predefined sub-area 22. In one
example, the data receiving module 44 may receive details
pertaining to sources of power available for the train 10 at a
specific time point. Such details may include, but are not limited
to a state of charge in the storage battery 28, an amount of fuel,
e.g., diesel available for the primary power source 24, and
availability of the electrical catenary or the third rail. In one
example, details pertaining to the data receiving module 44 may be
stored in the location determining data 50.
[0026] Upon receiving the data by the data receiving module 44, the
location determining module 46 compares the location of the train
10 with the location of the predetermined geographical zone 12 to
determine whether the train 10 has entered the predetermined
geographical zone 12. In one example, the train 10 may operate in
one of the plurality of operational modes based on the details
pertaining to the sources of power received by the data receiving
module 44. The plurality of operational modes may include, but are
not limited to, a locomotive-powered operational mode, a
battery-powered operational mode, and a grid-powered operational
mode. In the locomotive-powered operational mode, the train 10 is
supplied with power from the primary power source 24. In the
battery-powered operational mode, the train 10 is supplied with
power from the storage battery 28. In the grid-powered operational
mode, the train 10 is supplied with power directly from the
electrical power grid. In one example, the power from the
electrical power grid may be supplied to the train 10 through
pantographs (not shown) mounted on the locomotive 16 of the train
10.
[0027] When the location determining module 46 determines that the
train 10 has entered the predetermined geographical zone 12, the
mode switching module 48 switches on the battery-powered
operational mode. Therefore, the mode switching module 48 switches
to the storage battery 28 for supplying power to the train 10. The
train 10 is then operated in the battery-powered operational mode
till the train 10 reaches at the predefined sub-area 22.
[0028] When the location determining module 46 determines that the
train 10 has entered the predefined sub-area 22 within the
predetermined geographical zone 12 and is stationary, the mode
switching module 48 operates the train 10 in one of the
battery-powered operational mode and the grid-powered operational
mode. The mode switching module 48 may provide an option to the
operator of the train 10 through the output device for selecting
one of the battery-powered operational mode and the grid-powered
operational mode. The mode switching module 48 may operate the
train 10 in the grid-powered operational mode when the train 10 is
stationary.
[0029] When the location determining module 46 determines that the
train 10 has exited from the predefined sub-area 22, which is the
train station in the present embodiment, but is within the
predetermined geographical zone 12, the mode switching module 48
switches to the storage battery 28 for supplying power to the train
10. Therefore, the mode switching module 48 operates the train 10
in the battery-powered operational mode when the train 10 exits the
predefined sub-area 22 and is still within the predetermined
geographical zone 12.
[0030] Further, when the location determining module 46 determines
that the train 10 has exited from the predetermined geographical
zone 12, the mode switching module 48 switches to the primary power
source 24 for supplying power to the train 10. Therefore, the mode
switching module 48 operates the train 10 in the locomotive-powered
operational mode when the train 10 exits from the predetermined
geographical zone 12. In one example, details pertaining to the
location determining module 46 and the mode switching module 48 are
stored in the location determining data 50 and the mode switching
data 52, respectively.
INDUSTRIAL APPLICABILITY
[0031] The present disclosure relates to the power management
system 14 and a method 54 for managing a supply of power to the
train 10. The power management system 14 includes the TLDS 26, the
storage battery 28, the battery charging unit 30, and the automated
power switching system 32. The power management system 14 can be
implemented in any train 10 of any configuration for controlling
the supply of power to the train 10. The power management system 14
switches among the locomotive-powered operational mode, the
battery-powered operational mode, and the grid-powered operational
mode based on the location of the train 10 determined with respect
to the location of the predetermined geographical zone 12 and the
predefined sub-area 22.
[0032] The present disclosure discloses the power management system
14 for the train 10 with respect to the diesel-electric locomotive
and the train station 22.
[0033] However, the constructional and operational characteristics
of the power management system 14 are not limited to what has been
explained in the present disclosure, and may vary based on the
locomotive 16, the predetermined geographical zone 12, and the
predefined sub-area 22.
[0034] FIG. 4 illustrates a flow chart depicting the method 54 of
managing the supply of power to the train 10. For the sake of
brevity, the elements of the present disclosure which are already
explained in detail in previous sections are explained briefly in
the description of FIG. 4. At step 56, the method 54 includes
determining, by the power management system 14, an entry of the
train 10 in the predetermined geographical zone 12 based on the
location of the train 10. In one embodiment, the entry of the train
10 may be detected by the location determining module 46 of the
power management system 14.
[0035] At step 58, the method 54 includes switching to the storage
battery 28 for the power supply based on the detection of the entry
of the train 10 in the predetermined geographical zone 12.
Therefore, the train 10 is operated in the battery-powered
operational mode. In one example, the mode switching module 48 of
the power management system 14 switches to the storage battery 28
for the power supply.
[0036] Further, the method 54 includes determining whether the
train 10 has arrived at the predefined sub-area 22. When it is
determined that the train 10 is in the predefined sub-area 22, the
train 10 may be operated in one of the battery-powered operational
mode and the grid-powered operational mode. The method 54 includes
determining whether the train 10 has departed from the predefined
sub-area 22. When it is determined that the train 10 has left from
the predefined sub-area 22 and is within the predetermined
geographical zone 12, the method 54 includes operating the train 10
in the battery-powered operational mode.
[0037] At step 60, the method 54 includes determining an exit of
the train 10 from the predetermined geographical zone 12. In one
example, the location determining module 46 of the power management
system 14 determines the exit of the train 10.
[0038] At step 62, the method 54 includes switching to the primary
power source 24 for the power supply, when it is determined that
the train 10 has exited from the predetermined geographical zone
12. Therefore, the train 10 is operated in the locomotive-powered
operational mode. In one example, the mode switching module 48 of
the power management system 14 switches to the primary power source
24 for the power supply.
[0039] The power management system 14 and the method 54 of the
present disclosure offer an effective approach for managing the
supply of power to the train 10. Since the operation of the storage
battery 28 is significantly quieter than of diesel engines,
convenience to travelers standing at the predefined sub-area 22 is
ensured. Also, since the present disclosure allows the train 10 to
be operated in the battery-powered operational mode and the
grid-powered operational mode, the pollution caused by the train 10
when operating in the locomotive-powered operational mode is
eliminated ensuring more convenience to the travelers. Moreover,
the multiple options for charging the storage battery 28, i.e., by
the primary power source 24, the regenerative braking mechanism,
and the electrical power grid provide flexibility for the
implementation of the power management system 14. Also, this
ensures that the storage battery 28 is fully charged at all times.
In addition, since the power management system 14 is completely
automated, a possibility of human errors is eliminated. Therefore,
the present disclosure offers the power management system 14 and
the method 54 that are simple, effective, easy to use, economical,
and time saving.
[0040] While aspects of the present disclosure have been
particularly shown and described with reference to the embodiments
above, it will be understood by one skilled in the art that various
additional embodiments may be contemplated by the modification of
the disclosed machines, systems, and methods without departing from
the spirit and scope of what is disclosed. Such embodiments should
be understood to fall within the scope of the present disclosure as
determined based upon the claims and any equivalents thereof
* * * * *