23-06-2014, 11:16 AM
POWER GENERATION FROM RAILWAY TRACK
POWER GENERATION.pdf (Size: 338.97 KB / Downloads: 130)
ABSTRACT:
An electrical power generation system comprises a variable capacitor and a power source. The electrical power generation system is configured to generate electric power via movements of the rail. The power source is used in the form of a generator to prime the variable capacitor that effectively multiplies the priming energy of the power source by extracting energy from the passing vehicle. By alternately priming the variable capacitor using charge from the power source and discharging it at a later time in a cyclic manner to change the capacitance, a significantly large amount of electrical energy is produced due to change in capacitance than from the power source itself.
Traditionally, operation data related to railroad traffic and railroad assets is gathered at manned junctions, such as a rail yard or a rail depot. By way of example, railroad workers often inspect rails for damage and loading conditions. As yet another example, railroad workers often inspect and inventory the incoming and outgoing railcars, to manage and facilitate the flow of traffic on a railroad network. However, railroad networks often span thousands of miles and traverse through sparsely populated and remote regions. Unfortunately, traditional automated devices generally obtain operating power from an external power source, which is not generally available in remote areas. That is, the automated device receives operating power that is generated at a remote location and that is delivered over a power grid, and coupling the grid to the device can be a costly proposition, especially in remote areas. In certain instance, local power sources, such as batteries, have been employed. In any event, even if a local or external power source is provided, these power sources may not provide a cost effective mechanism for producing sufficient levels of power.
Therefore, there is need for a system and method for improving electric power generation with respect to rail systems.
INTRODUCTION:
The present technique relates generally to rail based devices and, more specifically, to an energy co-generation device for generating electric power in response to vehicular traffic on a rail. In accordance with one exemplary embodiment, the present technique provides an electric power co-generation system for use with a railroad network. The system includes a power source, such as a power generation device or an external power source. The power co-generation system includes first and second electrical capacitance portions that are electrically coupled to the power source and that are configured to carry positive and negative charges, respectively. The power co-generation system further includes a biasing device that is configured to separate the first and second capacitance portions with respect to one another. Thus, by varying the distance between the capacitance portions in response to a vehicle on the rail, the capacitance portions cooperate to act as a variable capacitor that facilitates the co-generation of power with respect to the system. That is to say, the mechanical energy of the biasing device is converted into electrical energy for the system.
In accordance with another exemplary aspect of the present technique, a method of co-generating power via a vehicle travelling on a rail is provided. The method includes the act of driving first and second capacitor plates with respect to one another in response to the vehicle that is travelling on the rail. The method also includes the act of charging the first and second capacitor plates via a power source, such as a power generation device or an external power source. The method further includes biasing the first and second plates apart from one another, thereby displacing the plates with respect to one another. This displacement changes the electrical capacitance between the first and second plates and, resultantly, increases the electric potential between the first and second plates. In turn, this displacement of the first and second plates facilitates the co-generation of electrical energy from the kinetic and potential energy of the vehicle on the rail.
RAILWAY MONITORING SYSTEM
FIG. 1 is a diagrammatical representation of a railway monitoring system, in accordance with an exemplary embodiment of the present technique. FIG. 1 illustrates an exemplary railway monitoring system 10. In the illustrated embodiment, the railway monitoring system 10 includes a railway track 12 that has a left rail 14, a right rail 16 and a plurality of ties 18 extending between and generally transverse to these rails 14, 16. The ties 18 are coupled to the rails 14, 16 and provide lateral support to the rails 14, 16, which are configured to carry vehicles, such as trains, trams, testing vehicles or the like. Advantageously, the system 10 also includes a power tie 22 that has hollowed regions that provide locations inside of which various components are disposed, as discussed further below. Although the illustrated embodiment shows a single power tie 22, railroad networks including any number of power ties 22 and power ties 22 in electrical communication with one another are envisaged. Advantageously, communication between the power ties 22 facilitates sharing of resources and also facilitates the development of certain data types, such as block occupancy detection, distance to train, detection of broken rail, or the like. As discussed further below, the power tie 22 is used to power sensors, signaling devices or any number of suitable devices.
EXTERNAL POWER SOURCE:
Referring to FIG. 2, exemplary components of a power tie 22 and a railway monitoring system 10 are diagrammatically illustrated. The power tie 22 includes the power generation device 24 that is configured to convert the kinetic and potential energy of the vehicle passing on the rail into electrical energy for the system. As one example, the power generation device 24 includes a hydraulic power scavenging unit 42. The hydraulic power scavenging unit 42 includes a piston 44disposed inside a hydraulic cylinder 46 that is filled with a fluid 47, such as air or a suitable liquid. The piston 44 actuates downwardly (arrow 58) in response to a vehicle travelling along the railway track. That is to say, in the illustrated embodiment, the weight of a vehicle on the rail 16 downwardly drives the rail 16 to which the piston 44 is mechanically connected. However, the piston 44 is biased towards the vehicle (i.e., upwardly) travelling along the railway track by a biasing member 48, such as a coiled compression spring. Thus, when the weight of the train is removed, the piston 44 actuates upwardly.
APPLICATIONS:
The Indian Railway transports 16 million passengers and more than one million tones of freight each day. With a network spanning over 63,000 km, it is one of the largest and busiest rail networks in the world. It is also the world’s largest utility employer, with more than 1.6 million employees. The power consumption of the Indian Railways is around 2.5 percent of the country’s total electricity consumption. It is estimated that the railway sector’s demand for electricity will grow by seven percent annually. By 2020, the Indian Railways will have a projected energy demand of 37,500 million kilowatt hour. Thus there is need for a system for saving the country’s energy consumption.
Today Indian Railways use various types of carriages and vehicles (referred to as “Rolling Stock”) that have electrical equipment for traction and controls, lighting, ventilation, air-conditioning and other passenger amenities. In addition to the electrical equipments provided in the Rolling stock, various other fixed installations are also required for supplying power to the Rolling stock, and other electrical equipments required for lighting, ventilation, passenger amenities, train operations, signaling, telecommunication etc. As far as stationary applications are concerned, power supply is extended for lighting and ventilation in Railway stations, workshops, maintenance yards, goods sheds, administrative and ancillary offices, pumping and sewage installations, signaling and communication equipments, computer installations for operations, commercial and other purposes, construction equipments etc. With technological improvements and need for automation, more and more electrically operated equipments are getting introduced.
As though the generated power cannot be used in whole, to some extent it will be quite useful for lighting, ventilation in rolling stock as well as in railway stations. Also for signaling and communication, maintenance yards, goods shed etc.