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.

Description

TECHNICAL FIELD

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

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.

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

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.

Other features and aspects of this disclosure will be apparent from the following description and the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

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;

FIG. 2 is a block diagram of the power management system for controlling a supply of power to the train;

FIG. 3 is a block diagram of an automated power switching system of the power management system; and

FIG. 4 is a flow chart depicting a method of controlling a supply of power to the train.

DETAILED DESCRIPTION

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.

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.

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.

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).

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.

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.

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.

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.

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.

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.

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.

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.

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.

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).

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.

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.

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.

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.

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.

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.

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

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.

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.

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.

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.

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.

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.

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.

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.

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.

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

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.