US20160194017A1

US20160194017A1 - System for controlling movement of passenger train

Info

Publication number: US20160194017A1
Application number: US15/067,194
Authority: US
Inventors: Scott D. Schmale; Thomas A. Opeka; Artur M. Kaplon
Original assignee: Electro Motive Diesel Inc
Current assignee: Progress Rail Locomotive Inc
Priority date: 2016-03-11
Filing date: 2016-03-11
Publication date: 2016-07-07

Abstract

A system for controlling movement of a passenger train having a locomotive and a plurality of doors is provided. The system includes a door status sensor to determine open and closed status of each door of the locomotive. The system further includes a first control module coupled to the door status sensor and a relay coil through a first diode. The relay coil is energized on receipt of input from the door status sensor, when all doors of the locomotive are closed, and the energized relay coil allows controlling movement of the locomotive. The system further includes a door override switch. In an actuated condition, the door override switch allows power to flow from a power source to the relay coil, thereby energizing the relay coil. The energized relay coil allows controlling movement of the locomotive.

Description

TECHNICAL FIELD

The present disclosure relates to a passenger train and more particularly to a system for controlling movement of the passenger train.

BACKGROUND

With the development of technology, manually and mechanically operated doors of a passenger train are being replaced with electrically and automatically operated doors. As such, operation of the doors of the passenger train needs to be monitored to achieve safety requirements during movement of the passenger train. For example, open condition of the doors during movement of the passenger train may not be safe to the passengers. Accordingly, the doors of the passenger train need to be maintained in a closed condition during movement of the passenger train.
Korean Patent Number 101252542B1, hereinafter referred to as the '542 patent, describes a door control circuit for a train that includes a molded case circuit breaker, a rear train contact relay, a front train contact relay, a door switching switch, a door switching relay, and a door switching contact relay. The molded case circuit breaker is arranged in a front train and one end thereof is connected to power. One end of the rear train contact relay is connected to the other end of the molded case circuit breaker to maintain a normal closed state. One end of the front train contact relay is connected to the other end of the rear train contact relay to maintain a normal opened state. When doors are opened after a master control key is inserted in the front train, the front train contact relay is converted to a closed state. With such an arrangement, the '542 patent aims to simultaneously switch operation of the doors of the train. However, the '542 patent includes two independent circuit for actuating the doors to the opened state and the closed state. As such, '542 patent involves two individual feedback loops, thereby rendering the door control circuit complex. In addition, such independent circuits add to the cost of the door control circuit.

SUMMARY OF THE DISCLOSURE

In an aspect of the present disclosure, a system for controlling movement of a passenger train is provided. The passenger train includes at least one locomotive and a plurality of doors. The system includes at least one door status sensor coupled to each of the plurality of doors of the passenger train and a first control module coupled to the door status sensor. The first control module is configured to receive a first input from the door status sensor. The first input is indicative of status of each door, the status being one of open and closed. The first control module is further configured to indicate to an operator of the at least one locomotive to control the movement of the at least one locomotive when the status of each door is closed. The system further includes a relay coil operably coupled to the door status sensor, via a first diode, to receive the first input from the door status sensor. The relay coil is energized when the status of each door of the passenger train is closed and the energized relay allows for controlling the movement of the at least one locomotive. The system further includes a door override switch adapted to selectively establish a connection with a power source when status of the at least one door is open, to draw power from the power source. The system further includes second control module coupled to and the door override switch. The second control module is configured to receive, through the door override switch, power from the power source. The second control module is further configured to indicate to the operator of the at least one locomotive regarding the overriding of the open status of the doors of the passenger train. The actuation of the door override switch allows flow of the power to the relay coil through a second diode and the relay coil is energized on receipt of the power from the power source for controlling the movement of the at least one locomotive, and thereby the movement of the passenger train.
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 system for controlling movement of a passenger train by controlling movement of a locomotive of the passenger train, according to an embodiment of the present disclosure;

FIG. 2 is a control panel in an operator's cabin of the locomotive of FIG. 1;

FIG. 3 is a circuit diagram of the system of FIG. 1;

FIG. 4 is a circuit diagram for movement of the locomotive in the forward direction and reverse direction; and

FIG. 5 is a circuit diagram for throttling the locomotive and actuating a generator field request in the locomotive.

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. Moreover, references to various elements described herein, are made collectively or individually when there may be more than one element of the same type. However, such references are merely exemplary in nature. It may be noted that any reference to elements in the singular may also be construed to relate to the plural and vice-versa without limiting the scope of the disclosure to the exact number or type of such elements unless set forth explicitly in the appended claims.
FIG. 1 illustrates a system 10 for controlling movement of a passenger train 11 by controlling movement of a locomotive 12 of the passenger train 11, according to an embodiment of the present disclosure. However, it will be understood that the system 10 may be implemented in other trains as well, such as a train that is employed for transporting materials in and out of a worksite, for example, a mining site. The locomotive 12 includes a power generation unit (not shown) and an operator's cabin 14. The power generation unit includes a power source, such as a diesel engine or power conversion equipment, of a particular capacity to run the locomotive 12. The power generation unit and the operator's cabin 14 are integrated to form a single compartment in the locomotive 12. The operator's cabin 14 includes various control levers and switches to control operation of the locomotive 12. An operator occupies the operator's cabin 14 to access the various control levers. Additionally, it will be understood that the passenger train 11 may include one or more locomotives 12, and each locomotive 12 may be equipped with an operator's cabin 14. Further, the passenger train 11 may also include a cab car (not shown), other than the locomotive 12, containing an operator's cabin 14 from which the operator could control the passenger train 11. However, as it would be understood by a person skilled in the art, only one of the operator's cabins 14 would be used to move the passenger train 11 at any given time.
The passenger train 11 also includes a number of passenger cars and each passenger car 16 includes one or more doors 18. As would be known to a person skilled in the art, each door 18 includes a pair of movable members 20, as shown in FIG. 1. For instance, the pair of movable members 20 may be slidably disposed in an opening 22 provided in the passenger car 16. The opening 22 defines a space for accommodating the movable members 20 of the door 18. In order to facilitate the sliding movement of the movable members 20, suitable guiding rails (not shown) may be provided at a periphery of the opening 22. As such, the door 18 is adapted to operate between closed ‘C’ and open ‘O’ (not shown) statuses. The door 18 allows passengers to enter and exit the passenger car 16 in the open ‘O’ status and restricts movement of passengers from and to the passenger car 16 in the closed ‘C’ status.
For the purpose of determining the open ‘O’ and the closed ‘C’ statuses of the door 18, the system 10 of the present disclosure includes at least one door status sensor 24. The at least one door status sensor 24 may be disposed at the periphery of the opening 22 and is coupled to the door 18, as shown in FIG. 1. The system 10 further includes a relay coil 52 (shown in FIG. 3) operably coupled to each of the at least one door status sensor 24, hereinafter commonly referred to as the door status sensor 24, via a first diode 56, as shown in FIG. 3. The relay coil 52 is operably coupled to multiple relay interlocks 54, as shown in FIG. 4 and FIG. 5. Additionally, the system 10 includes a first control module 26 operably coupled to the door status sensor 24. In an example, the first control module 26 may be connected to the door status sensor 24 through a communication channel 25 that runs across the length of the passenger train 11. Similarly, the relay coil 52 is connected to the door status sensor 24, as shown in FIG. 3.
In one example, the relay coil 52 and its associated relay interlocks 54 (as shown in FIG. 4 and FIG. 5) are simple electro-mechanical devices that do not use software or machine instruction and do not require programming. On the other hand, the first control module 26 may be a processor that includes a single processing unit or a number of processing units, all of which include multiple computing units. The explicit use of the term ‘processor’ should not be construed to refer exclusively to hardware capable of executing a software application. Rather, in this example, the first control module 26 may be implemented as one or more microprocessor, microcomputers, digital signal processor, central processing units, state machine, logic circuitries, and/or any device that is capable of manipulating signals based on operational instructions. Among the capabilities mentioned herein, the first control module 26 may also be configured to receive, transmit, and execute computer-readable instructions.
As such, both the relay coil 52 and the first control module 26 are configured to receive a first input from the door status sensor 24. The first input is indicative of status of each door 18 of the passenger train 11. As mentioned earlier, the status of the door 18 is one of the open ‘O’ and the closed ‘C’. The door status sensor 24 may be configured to generate the first input in form of signals and communicate the signals to the first control module 26. Accordingly, the open ‘O’ and the closed ‘C’ statuses of the door 18 may be represented through different magnitudes of current and voltage in the signals, respectively. Further, the relay coil 52 and the first control module 26 may be pre-fed with such magnitudes of current and voltage to determine the status of the door 18. Although the description herein provides a manner in which the door status sensor 24, the relay coil 52, and the first control module 26 aid in determining the status of the door 18, it should be understood that implementation of current and voltage of the first signal is for the mere purpose of description and should not be construed as limitation. It will be understood to the person skilled in the art that various other ways of determining the status of the door 18 may be employed, albeit with few variations to the embodiment described herein.
Further, the first control module 26 is configured to indicate to an operator of the locomotive 12 to control the movement of the locomotive 12, when the status of each door 18 of the passenger train 11 is closed ‘C’. As illustrated in FIG. 1, the first control module 26 is disposed in the operator's cabin 14.
FIG. 2 illustrates a control panel 28 in the operator's cabin 14 of the locomotive 12. The control panel 28 may be understood as a dashboard on which multiple levers, buttons, and actuating mechanisms are provided to control multiple operations in the locomotive 12. The control panel 28 includes multiple throttle levers 30, such as the eight throttling levers illustrated in FIG. 2. Each of these throttle levers 30 aids in throttling the locomotive 12 at a particular speed or power level. In order to throttle the locomotive 12, the throttle lever 30 is actuated to a particular position, such as towards a windshield 32 of the locomotive 12.
The control panel 28 further includes a forward-reverse lever 34 for initiating or controlling movement of the locomotive 12 in a forward direction and a reverse direction. The forward-reverse lever 34 is moved in a direction towards the windshield 32 to move the locomotive 12 in the forward direction and in a direction away from the windshield 32 to move the locomotive 12 in the reverse direction. The control panel 28 also includes an indication board 36 and a switch board 38 to provide indication to the operator and receive inputs from the operator, respectively.
The indication board 36 includes a first indicator 40 and a second indicator 42. An indication to the operator is provided by the first indicator 40 when the status of all doors 18 of the passenger train 11 is closed ‘C’. Similarly, an indication to the operator is provided by the second indicator 42 when status of a door override switch 44 is activated. In an example, the first indicator 40 and the second indicator 42 may glow with individual colors, such as green and red, respectively. In addition to the door override switch 44, the control panel 28 includes a generator field request switch 46 provided in the switch board 38. While the generator field request switch 46 is exposed to the operator for ease in access, the door override switch 44 is sealed, such as in a casing 48, to prevent any accidental actuation of the door override switch 44.
FIG. 3 illustrates a circuit diagram 50 of the system 10. Particularly, the circuit diagram 50 illustrates an arrangement of components that aid in controlling the movement of the locomotive 12 and thereby controlling movement of the passenger train 11. The circuit illustrated in the circuit diagram 50 is a part of connection that exists between the door status sensor 24, the relay coil 52, and the first control module 26. The circuit diagram 50 also illustrates connection between the door override switch 44, the relay coil 52, and a second control module 58, as shown in FIG. 1. In an example, the circuit of FIG. 3 may be embedded in the control panel 28 illustrated in FIG. 2. As such, the output from the circuit is indicated to the operator of the locomotive 12 through the first indicator 40 and the second indicator 42. For the purpose of convenience in description, the circuit diagram 50 is considered in two parts, such as a first part ‘A’ and a second part ‘B’.
Inputs from the first part ‘A’ and the second part ‘B’ of the circuit is used for controlling, or initiating, the movement of the locomotive 12 as and when the operator wants to move the locomotive 12. However, in order to move the locomotive 12, the doors 18 of the passenger train 11 need to be closed when the operator desires to move the locomotive 12. Based on the inputs from the first part ‘A’ and the second part ‘B’ of the circuit, the relay coil 52 is energized, and consequently the energized relay coil 52 allows for movement of the locomotive 12.
As mentioned earlier, the relay coil 52 is operably coupled to the to the door status sensor 24 to receive the first input from the door status sensor 24. A combination of all the door status sensors 24 is illustrated as a single box in FIG. 3. Therefore, it should be understood that the first input from all door status sensors 24 is provided to the first control module 26 and to the relay coil 52. When status of all doors 18 of the passenger train 11 is closed ‘C’, the first control module 26 receives the first input from the door status sensor 24. Accordingly, the first control module 26 indicates to the operator to initiate or control the movement of the locomotive 12. That is, based on the closed ‘C’ status of the doors 18, the first control module 26 operates the first indicator 40 to provide an indication to the operator. Upon such indication, the operator can actuate the forward-reverse lever 34 towards the windshield 32 to move the locomotive 12 in the forward direction.
Simultaneously, the door status sensor 24 provides the first input to the relay coil 52 through the first diode 56. On receipt of the first input, the relay coil 52 is energized. In other words, the relay coil 52 is energized when the status of the doors 18 is closed ‘C’. Further, the energized relay coil 52 allows for initiating or controlling the movement of the locomotive 12. Therefore, even when the operator desires to move the locomotive 12 and has actuated the forward-reverse lever 34, the throttle lever 30, and the generator field request switch 46, the locomotive 12 is moved only when the relay coil 52 is energized.
As described earlier, the door override switch 44 is provided in the control panel 28. At the discretion of the operator, the operator may break and open the casing 48 to access the door override switch 44. The second control module 58 is also coupled to the door override switch 44. The actuation of the door override switch 44 overrides the status of the door 18, thereby forming a closed circuit via a second diode 60 to energize the relay coil 52, which was otherwise de-energized. Such instances of override in the system 10 may be due to, but not limited to, fault in the circuit. As illustrated in FIG. 3, the door override switch 44 is coupled to a power source 62. Such arrangement allows power to flow from the power source 62 to the relay coil 52 via the second diode 60. Subsequently, the relay coil 52 is energized by the power and the energized relay coil 52 allows for the movement of the locomotive 12. Additionally, the power from the power source 62 also flows to the second control module 58. On receipt of such power, the second control module 58 is configured to indicate to the operator regarding the overriding of the open ‘O’ status of the doors 18, and to respond to an operator's request to move the locomotive 12.
Although the description herein recites two individual control modules, such as the first control module 26 and the second control module 58, it will be appreciated by the person skilled in the art that a single control module may be configured to perform the functions of both the first control module 26 and the second control module 58.
FIG. 4 illustrates a circuit diagram 64, hereinafter referred to as the circuit 64, of the system 10 during movement of the locomotive 12 in the forward direction and reverse direction. As mentioned in FIG. 2, the forward-reverse lever 34 and a direction control module 66 allows the operator to move the locomotive 12 in the forward direction and the reverse direction. The movement of the locomotive in the forward direction and the reverse direction is aided by a relay deployed in the system 10. The relay includes two components, namely, the relay coil 52 (as shown in FIG. 3) and relay interlock 54 (as shown in FIG. 4 and FIG. 5) associated with the relay coil 52. As illustrated in FIG. 4, the relay interlock 54 is located in the circuit 64 deployed in the locomotive 12 to allow the forward and the reverse movement of the locomotive 12 when the status of each door 18 is closed ‘C’. The presence of the relay interlock 54 in the circuit 64 allows the circuit 64 to be configured to deny an operator's request to move the locomotive 12 when the status of any door 18 of the passenger train 11 is open ‘O’.
In an example implementation, the system 10 includes two relay interlocks in the circuit 64, both of which are operationally coupled to the relay coil 52 of FIG. 3. The relay interlocks interrupt or restrict flow of forward and reverse direction inputs to the direction control module 66. For example, a forward relay interlock 54A interrupts flow of forward input to the direction control module 66 when the forward-reverse lever 34 is actuated towards the windshield 32. Similarly, a reverse relay interlock 54B interrupts flow of reverse input to the direction control module 66 when the forward-reverse lever 34 is actuated away from the windshield 32. In said example, the relay interlocks 54A and 54B may be coupled to a traction unit (not shown) that is responsible for movement of the locomotive 12.
In operation, when the operator has actuated the forward-reverse lever 34 towards the windshield 32, a forward-control switch 68 closes to indicate the operator's request to move the locomotive 12 in the forward direction Likewise, when the operator has actuated the forward-reverse lever 34 away from the windshield 32, a reverse-control switch 70 closes to indicate the operator's request to move the locomotive 12 in the reverse direction. The forward-control switch 68 and the reverse-control switch 70 are generally in an open condition, thereby causing the circuit 66 to be open at locations at which the forward-control switch 68 and the reverse-control switch 70 are respectively disposed in the circuit 64. If the relay interlocks 54A and 54B are closed, then upon closing of either the forward-control switch 68 or the reverse-control switch 70, a connection to the direction control module 66 is established and forms a closed circuit. In such an instance, the power from the power source 62 flows through the circuit 66, thereby allowing movement of the locomotive 12 in the forward or reverse direction, respectively. However, in case the relay interlocks 54A and 54B are open, then even upon closing either the forward-control switch 68 or the reverse-control switch 70, no connection to the direction control module 66 is established, thereby preventing movement of the locomotive 12 in the forward or reverse direction.
FIG. 5 is a circuit diagram 72, hereinafter referred to as the circuit 72, for throttling the locomotive 12 and actuating a generator field request in the locomotive 12. For the purpose of description, the circuit 72 is considered in two parts, a first part ‘G’ being a generator field request circuit and a second part ‘T’ being a throttle control circuit. The first part ‘G’ of the circuit 72 includes the relay interlock 54, a Generator Field Request (GFR) control module 74, and a generator field request switch 46. In one example, the generator field request switch 46 may be provided on the control panel 28 in a position that is easily accessible by the operator. The operator may actuate the generator field request switch 46 to obtain generator field input for initiating or controlling the movement of the locomotive 12. In case the relay interlock 54 is closed, then actuation of the generator field request switch 46 renders the first part ‘G’ of the circuit 72, closed. In such a condition, the GFR control module 74 allows the power generation unit of the locomotive 12 to produce power for the purpose of moving the locomotive 12. However, in case the relay interlock 54 is open, no connection to the GFR control module 74 is established even on actuation of the generator field request switch 46. As such, movement of the locomotive 12 is prevented.
Further, the second part ‘T’ of the circuit 72 includes the throttle lever 30, a throttle control switch 76 and a throttle controlling module 78. As would be known to a person skilled in the art, the throttle lever 30 may be a single physical lever with a range of positions or settings, and the throttle control switch 76 may be embodied as multiple switches. In such a case, each switch may assist in communicating the operator's speed or power request to the throttle controlling module 78 based on the position of the throttle lever 30. In one example, in order to operate the throttle, the operator may actuate the throttle lever 30. Actuation of the throttle lever 30 actuates the throttle control switch 76. In case the relay interlock 54 is closed, then actuation of the throttle control switch 76 allows flow of power from the power source 62 to the throttle controlling module 78, thereby allowing movement of the locomotive 12 at a particular power level or speed. However, in case the relay interlock 54 is open, no connection to the throttle controlling module 78 is established even on actuation of the throttle control switch 76. As such, movement of the locomotive 12 is prevented.
Although the present disclosure has been described in language specific to few devices and/or methods, it should be understood that the embodiments disclosed herein are for an illustrative and explanatory sense, and in no way limit the scope of the present disclosure. For example, the system 10 is implemented in the passenger train 11 having a single operator's cabin 14 and a single locomotive 12. Further, circuit illustrated in FIGS. 3, 4, and 5 includes specific arrangement of devices. These illustrations do not limit the system 10 from having multiple operator's cabins 14, multiple locomotives 12, a cab car (not shown), and the ability of the system 10 to control movement of the passenger train 11 in such configurations.

INDUSTRIAL APPLICABILITY

The present subject matter describes the system 10 for controlling movement of the locomotive 12 and thereby the passenger train 11. The system 10 is based more particularly on the circuit 50, as illustrated in FIG. 3. As described earlier with reference to FIG. 3, FIG. 4 and FIG. 5, the relay coil 52 is energized under two conditions. First, when all doors 18 of the passenger train 11 are closed, and second, when the door override switch 44 is actuated. In case where the door override switch 44 is actuated, power from the power source 62 flows to the relay coil 52, thereby energizing the relay coil 52. The relay interlocks 54, when closed, allow the operator to control, or initiate, the movement of the locomotive 12. As such, the presence of the relay coil 52 and the relay interlocks 54 in the system 10 of the present disclosure aids in achieving safety measures, which need to be met prior to movement of the passenger train 11.
In Particular, the circuit 50 of the system 10 includes two individual parts coupled to the relay coil 52. While the first part ‘A’ of the circuit 50 energizes the relay coil 52 in normal condition, that is, when all the doors 18 are closed, the second part ‘B’ of the circuit 50 energizes the relay coil 52 in cases of override. Thus, the system 10 allows energizing of the relay coil 52 by one part of the circuit 50 only, which was not efficiently managed in convention systems. In addition, owing to the presence of the relay interlocks 54, any inputs from the operator of the locomotive 12 whilst open status of the door 18, is interrupted. Such arrangement in the system 10 of the present disclosure adds to safety measures.
While aspects of the present disclosure have been particularly shown and described with reference to the embodiments above, it will be understood by those 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

What is claimed is:

1. A system for controlling movement of a passenger train, the passenger train comprising at least one locomotive and a plurality of doors, the system comprising:

at least one door status sensor coupled to each of the plurality of doors of the passenger train;

a first control module operably coupled to the at least one door status sensor, the first control module is configured to:

receive a first input from the at least one door status sensor, the first input being indicative of status of each door, the status being one of open and closed; and

indicate to an operator of the at least one locomotive to control the movement of the at least one locomotive when the status of each door is closed;

a relay coil operably coupled to at least one door status sensor, via a first diode, to receive the first input from at least one door status sensor, wherein the relay coil is energized when the status of each door of the passenger train is closed, and wherein the energized relay coil allows controlling movement of the at least one locomotive;

a door override switch adapted to selectively establish a connection with a power source when status of at least one door is open, to draw power from the power source; and

a second control module coupled to the door status override sensor and the door override switch, the second control module configured to:

receive, through the door override switch, power from the power source; and

indicate to the operator of the at least one locomotive regarding the overriding of the open status of the door of the passenger train,

wherein the actuation of the door override switch allows flow of the power to the relay coil via a second diode, wherein the relay coil is energized on receipt of the power from the power source for controlling the movement of the at least one locomotive.