18-09-2014, 03:56 PM
POWER GENERATION FROM
RAILWAY TRACK
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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.
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.
Advantage
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.
In the power scavenging unit 42, the
hydraulic cylinder 46 is fluidically coupled
to the accumulator 50 and a fluid reservoir
52. To facilitate the unidirectional
circulation of fluid, the pathways between
the cylinder 46, the accumulator 50 and
the reservoir 52 includes check valves 54
and 56. By way of example, the check
valves 54, 56 are biased ball valves.
When a vehicle passes along the railway
track in proximity to the power tie 22, the
weight of the vehicle drives the rail 16
downwardly, as represented by directional
arrow 58. This motion of the rail, in turn,
causes the piston 44 to move downward
inside the cylinder 46. As a result,
hydraulic fluid 47 is forced from the
hydraulic cylinder 46 to the accumulator
50. As the hydraulic fluid is forced from
the cylinder 46, the fluid 47 forces the
check valve 54 open and flows into the
accumulator 50. By way of example, the
hydraulic fluid 47 is stored inside the
accumulator 50 at a pressure in the range
of 2000 to 5000 pounds per
squareinch(psi).
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 et