US20160194011A1

US20160194011A1 - Locomotive lighting control system

Info

Publication number: US20160194011A1
Application number: US15/067,202
Authority: US
Inventors: James D. Seaton; Ola Tannous; Alexander SHUBS, JR.
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 operating a plurality of lighting devices of a locomotive in a network is provided. The system includes a signaling system adapted to determine position information of a plurality of locomotives over the network in a real time, and a plurality of events. A braking module is configured to detect a lead status of the locomotive among the plurality of locomotives. A locomotive control system is communicatively coupled to the signaling system and the braking module. The locomotive control system is configured to operate the plurality of lighting devices of the locomotive based at least on the position information of the plurality of locomotives in the network, the plurality of events, and the lead status of the locomotive.

Description

TECHNICAL FIELD

The present disclosure relates to a locomotive lighting control system, and more specifically, to a system for operating a plurality of lighting devices of a locomotive.

BACKGROUND

Locomotives typically have various types of exterior lights such as, but not limited to, headlights (i.e., front and rear headlights), ditch lights, or marker lights. The exterior lights are used for various purposes, for example, the headlights are used to provide visibility for a locomotive operator and conspicuity for others, the ditch lights illuminate an area around the locomotive, and the marker lights indicate a direction of travel for the locomotive.
Currently, the exterior lights of the locomotive, are controlled manually by the locomotive operator through various techniques such as, but not limited to, use of switches. However, such manual operation of controlling the exterior lights of the locomotive by the locomotive operator is not reliable. For example, headlights are often left in a “dim” or “high” illumination level when the locomotive is either not in service or when operating procedures require it to be extinguished, and thus such type of scenarios result in wastage of energy, decreases life of the bulbs, and increases maintenance requirements. Further, such type of the manual operation for controlling the exterior lights increases the locomotive operator workload. Therefore, there is a need for a system which can perform controlling of the exterior lights of the locomotive at an appropriate time in a reliable and a robust way, when the locomotive operator is not onboard.
U.S. Pat. No. 8,536,997 discloses a vehicle lighting control system and method without a direct intervention from an operator. The vehicle lighting control system having a locomotive reverser which is used to control various locomotive lighting systems. The reference discloses a positioning unit which is installed in the locomotive, to determine location of the locomotive, and to provide position information of the locomotive to a lighting controller. The lighting controller determines if the locomotive's current location is inside or outside of geo-zone. If the locomotive is inside the geo-zone, then the lighting controller illuminates the required lights of the lighting system at the required levels, in accordance with a prior programming and a railroad operating rules. Based on the previous programming, and the railroad operating rules, the lighting controller causes front headlight brightness to change from high to dim. Further, the reference discloses that the lighting system is also controlled by reference to the geo-zones using offboard equipment. However, the vehicle lighting control system described in the reference is based on a brightness detection which is not reliable and robust. Therefore, there is a need for the system which can perform lighting control system of the locomotive in a reliable and a robust way.

SUMMARY OF THE DISCLOSURE

In one aspect of the present disclosure, a system for operating a plurality of lighting devices of a locomotive in a network is provided. The system includes a signaling system adapted to determine position information of a plurality of locomotives over the network in a real time, and a plurality of events. A braking module is configured to detect a lead status of the locomotive among the plurality of locomotives. A locomotive control system is communicatively coupled to the signaling system and the braking module. The locomotive control system is configured to operate the plurality of lighting devices of the locomotive based at least on the position information of the plurality of locomotives in the network, the plurality of events, and the lead status of the locomotive.
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 perspective view of a locomotive having a number of lighting devices, in accordance with the concepts of the present disclosure;

FIG. 2 is a block diagram of a system for operating the lighting devices of the locomotive in a network, in accordance with the concepts of the present disclosure;

FIG. 3 is a block diagram of a method for operating the lighting devices of the locomotive in the network, in accordance with the concepts of the present disclosure; and

FIG. 4 is a railroad system illustrating a number of locomotives communicating wirelessly with a signaling system, in accordance with the concepts of the present disclosure.

DETAILED DESCRIPTION

FIG. 1 is a perspective view of a locomotive 10 having a number of lighting devices 12, in accordance with the concepts of the present disclosure. The locomotive 10 includes the lighting devices 12, bogies 14, a body 16, a walking platform 18, wheels 20, an operator's cab 22, and set of steps 24. The lighting devices 12 such as illuminated number boards 26, headlights 28, ditch lights 30, and marker lights 32. The locomotive 10 is used for various rail transport operations such as, but not limited to, passenger locomotives, freight locomotives, or switcher locomotives. The locomotive 10 further includes various other components such as, but not limited to, windows. For the purpose of simplicity, the various other components of the locomotive 10 are not labeled in FIG. 1.
The locomotive 10 includes a combustion engine, specifically a diesel engine, which drives an electric generator (not shown). The electric generator provides electrical power to traction motors (not shown), which are mounted in the bogies 14 in order to drive the wheels 20. Further, the locomotive 10 having the body 16 with a front end 34 and a rear end 36, and the walking platform 18 that surrounds the body 16 of the locomotive 10. At the front end 34 of the locomotive 10, the operator's cab 22 is located, and is accessed through the set of steps 24. Further, the locomotive 10 is provided with numerous lights and groups of lights at the front end 34 and the rear end 36, for illuminating various areas in and around the locomotive 10, which are referred to as the lighting devices 12 (i.e., the headlights 28, the ditch lights 30, and the marker lights 32). The detailed description of the lighting devices 12 is described later in conjunction with FIG. 2. Further, the locomotive 10 is provided with the illuminated number boards 26 which contain a road number to uniquely indentify the locomotive 10. It should be noted that the locomotive 10 includes various other components such as, but not limited to, a number of display and interface units (not shown) installed in the operator's cab 22 for controlling the operations of the locomotive 10, without departing from the scope of the disclosure.
FIG. 2 is a block diagram of a system 38 for operating the lighting devices 12 of the locomotive 10, in accordance with the concepts of the present disclosure. The system 38 includes the lighting devices 12, a signaling system 40, a network 42, a braking module 44, and a locomotive control system 46. As shown in FIG. 2, the lighting devices 12 include the headlights 28, the ditch lights 30, the marker lights 32, platform lights 48, and cab lights 50. It should be noted that the locomotive 10 may include some other lighting devices 12 as well, without departing from the scope of the disclosure. Hereinafter, the braking module 44 is referred to as an electronically controlled pneumatic braking module 44.
As discussed above, the lighting devices 12 includes the headlights 28 which are utilized to illuminate tracks ahead of the locomotive 10 in the direction of movement, and the ditch lights 30 which are utilized to augment the headlights 28 of the locomotive 10 in order to create a triangular light pattern to increase detection distance at the grade crossings. The lighting devices 12 (i.e., the headlights 28 and the ditch lights 30) of the locomotive 10 are utilized for various scenarios. In a first scenario, the lighting devices 12 such as the headlights 28 are utilized to illuminate tracks ahead of the locomotive 10 in the direction of movement, as a visual indicator, or to alert others on or near the tracks of an approaching train. In a second scenario, the headlights 28 are utilized during a number of events such as, but not limited to, when train approaches, at specific locations such as highly populated areas, rural areas, or safety zones. For example, the headlights 28 (i.e., the bright headlights 28) are dimmed, while the train approaches towards another train, and in the highly populated areas or work areas. On the other hand, the headlights 28 are brightened in the rural areas. In a third scenario, the headlights 28 are turned off or operating at a relatively low level of illumination, when the locomotive 10 is stopped at junctions, meeting points, or terminals at night when an opposing train is approaching.
Similarly, the ditch lights 30 of the locomotive 10 are located at the front end 34 of the locomotive 10, and are used to augment the headlights 28 of the locomotive 10 to create a triangular light pattern to increase detection distance at grade crossings. The ditch lights 30 are illuminated in various scenarios such as, but not limited to, when the headlights 28 are on high or bright, or when the locomotive 10 is approaching. In another scenario, the ditch lights 30 are flashed when the locomotive 10 is at a whistle post, or when the locomotive 10 is at a specified distance from the grade crossing and speed of the locomotive 10 exceeds a specified limit. In addition, the ditch lights 30 are extinguished when the headlights 28 are off or dimmed, when the locomotive 10 is stopped at the junctions, the meeting points, or the terminals, when the locomotive 10 is operating within the yard limits, or when the locomotive 10 is approaching a station with a passenger stops. It will be apparent to one skilled in the art that the above-mentioned scenarios for the illumination of the lighting devices 12 (i.e., the headlights 28 and the ditch lights 30) are changed at any point of time, and have been provided only for illustration purposes. The lighting devices 12 of the locomotive 10 are illuminated in other scenarios as well, without departing from the scope of the disclosure.
Further, the marker lights 32 of the locomotive 10 indicate direction of travel for the locomotive 10, and the platform lights 48 of the locomotive 10 are installed in selected locations around exterior of the locomotive 10 to illuminate the walking platform 18, and the set of steps 24. The platform lights 48 are also referred to as step lights. On the other hand, the cab lights 50 are installed in selected locations in the interior of the operator's cab 22 of the locomotive 10, and are utilized to illuminate area of the locomotive 10. It will be apparent to one skilled in the art that the above-mentioned lighting devices 12 have been provided only for illustration purposes. The locomotive 10 includes various other lighting devices 12 as well, without departing from the scope of the disclosure.
The signaling system 40 is adapted to determine position information of each one of the locomotive 10 in a real time, and to determine occurrence of the events. As discussed above, the events such as, but not limited to, when train meets, at specific locations such as the highly populated areas, or the rural areas, or the safety zones. Further, the signaling system 40 having a back office control center (shown in FIG. 4) that manages communication to each of the locomotive 10. The back office control center (shown in FIG. 4) of the signaling system 40 communicates with other systems, such as a network scheduling system (not shown), in order to know entire plan for movement of each one of the locomotive 10. Also, the signaling system 40 having an onboard portion that communicates with the locomotive control system 46, and provides such information related to the position information of each one of the locomotive 10 in the network 42, and the occurrence of the events. It will be apparent to one skilled in the art that the signaling system 40 may include a Global Positioning System (“GPS”) receiver interface module (RIM) connected to an antenna, but other known devices or systems such as differential GPS, LORAN, inertial navigation systems (“INS”), wheel tachometers, or wayside transponders such as eurobalises, to determine location of each one of the locomotive 10, and to provide the position information of each one of the locomotive 10 to the locomotive control system 46.
The network 42 corresponds to a medium through which content and information flow between various modules of the system 38 (e.g., the signaling system 40, the electronically controlled pneumatic braking module 44, and the locomotive control system 46). For example, in an onboard scenario, the various modules of the system 38 (e.g., the signaling system 40, the electronically controlled pneumatic braking module 44, and the locomotive control system 46) communicate via a local area network (LAN). It should be noted that the network 42 is utilized as the medium for the various modules of each one of the locomotive 10 in the network 42, without departing from the scope of the disclosure. Examples of the network 42 includes, but not limited to, a Wireless Fidelity (Wi-Fi) network, a Wide Area Network (WAN), the Local Area Network (LAN), or a Metropolitan Area Network (MAN). Various modules in the system 38 are connected to the network 42 in accordance with various wired and wireless communication protocols such as Transmission Control Protocol and Internet Protocol (TCP/IP), User Datagram Protocol (UDP), and 2G, 3G, or 4G communication protocols.
Referring to FIG. 2, the electronically controlled pneumatic braking module 44 is configured to detect lead status of the locomotive 10. The lead status of the locomotive 10 corresponds to a leading or a trailing status of an electronic air brake system (not shown) of the respective locomotive 10. The electronic air brake system (not shown) is configured in a particular manner for a particular train. Based on the detection, the electronically controlled pneumatic braking module 44 portion of the electronic air brake system (not shown), which is communicatively coupled to the locomotive control system 46, provides information related to the lead status of the locomotive 10 to the locomotive control system 46.
The locomotive control system 46 is communicatively coupled to the signaling system 40, and the electronically controlled pneumatic braking module 44. Based on the established communication, the locomotive control system 46 receives at least the position information of each one of the locomotive 10, the lead status of the locomotive 10, and the occurrence of the events. Further, the locomotive control system 46 is configured to monitor status of the lighting devices 12 in a real time. The status of the lighting devices 12 corresponds to an “off” position, “on” position, or various illumination levels (e.g., “dim”, “high” or “bright”, “high plus ditch”). After receiving the information from the signaling system 40, and the electronically controlled pneumatic braking module 44, the locomotive control system 46 which is coupled to the lighting devices 12, is configured to operate the lighting devices 12 of the locomotive 10. It should be noted that the locomotive control system 46 performs controlling of the lighting devices 12 automatically based on the received information of each one of the locomotive 10.
For the proper illumination of the lighting devices 12, the locomotive control system 46 includes various switches, circuit relays, or other components suitable for selectively providing electrical power from a power source (not shown) to individual elements of the lighting devices 12. Further, based on the received information, health and condition monitoring of the lighting devices 12 is also performed by the locomotive control system 46 in a similar manner as discussed above. It will be apparent to one skilled in the art that the information received by the locomotive control system 46 mentioned above has been provided only for illustration purposes. The locomotive control system 46 may receive some other information as well from some other modules, without departing from the scope of the disclosure.
It should be noted that the signaling system 40, the electronically controlled pneumatic braking module 44, and the locomotive control system 46, may be integrated within each one of the locomotive 10, without departing from the scope of the disclosure.
FIG. 3 is a block diagram illustrating a method 52 for operating the lighting devices 12 of the locomotive 10 in the network 42, in accordance with the concepts of the present disclosure. The method 52 is described in conjunction with FIGS. 1, and 2.
At step 54, a train is illuminated based on determined status (i.e., a switch status) of the lighting devices 12, lead status of the locomotive 10, and position information of each one of the locomotive 10 of the entire network 42. The status (i.e., the switch status) of the lighting devices 12, the lead status of the locomotive 10, and the position information of each one of the locomotive 10 are determined in following steps.
At step 56, the status of the lighting devices 12 is checked, as discussed in the following steps. At step 58, the lead status of the locomotive 10 is detected by the electronically controlled pneumatic braking module 44. As discussed above, the lead status of the locomotive 10 corresponds to the leading or trailing status of the locomotive 10 of a particular train.
At step 60, a switch status of the lighting devices 12 (for example, the headlights 28) is determined. The switch status corresponds to an “off” position, “on” position, or (low, medium, or high) setting, or an automatic setting (i.e., an “auto” position to onboard switches) of the lighting devices 12.
At step 62, an electrical signal is sent to the locomotive control system 46. The electrical signal corresponds to the status (i.e., operating conditions) of the lighting devices 12.
At step 64, the status of the lighting devices 12 is controlled by the locomotive control system 46. As discussed above, the status of the lighting devices 12 is determined based on received information from the signaling system 40, and the electronically controlled pneumatic braking module 44.
At step 66, the controlling of the lighting devices 12 is performed automatically based on the received information. At step 68, a switch status is changed based on step 70 and step 72. At step 70, a switch (i.e., a circuit relay) is energized by the locomotive control system 46. The locomotive control system 46 energizes the circuit relays of the lighting devices 12.
At step 72, an appropriate switch status is determined. At step 74, the signaling system 40 communicates with the locomotive control system 46 regarding the operation of the lighting devices 12. At step 76, the locomotive control system 46 applies the lighting devices 12 (i.e., the headlights 28) algorithm, and thus performs controlling of the lighting devices 12 of the locomotive 10 automatically. The lighting devices 12 algorithm is set to appropriately change settings of the lighting devices 12 based upon regulatory and customer requirements. It should be noted that the lighting devices 12 algorithm may be changed in the back office control center (shown in FIG. 4) of the signaling system 40 at any time, and thus results in changing the lighting devices 12 (for example, the headlights 28) control operating rules. For example, operating zone boundaries for having the headlights 28 in a bright mode is changed in the back office control center (shown in FIG. 4) at any time. Further, the lighting devices 12 algorithm is located at various locations such as, but not limited to, on-board the locomotive 10 in the locomotive control system 46, on-board signaling system 40, or off-board with the signaling system 40.
FIG. 4 is a railroad system 78 illustrating a number of locomotives 10 communicating wirelessly with the signaling system 40, in accordance with the concepts of the present disclosure. The railroad system 78 includes the signaling system 40, a first locomotive 80, a second locomotive 82, a third locomotive 84, and a back office control center 86 of the signaling system 40.
The railroad system 78 includes the first locomotive 80, the second locomotive 82, and the third locomotive 84 that communicates wirelessly with the back office control center 86 of the signaling system 40. Based on the communication, the back office control center 86 of the signaling system 40 allows the first locomotive 80, the second locomotive 82, and the third locomotive 84, to be aware of each other, and send and receive commands from the signaling system 40 to achieve controlling of the lighting devices 12 (i.e., the headlights 28) in a similar manner as discussed above. For example, the headlights 28 (i.e., the bright headlights 28) are dimmed, while the first locomotive 80 approaches towards the second locomotive 82.

INDUSTRIAL APPLICABILITY

The present disclosure provides the system 38 for operating the lighting devices 12 of the locomotive 10 in the railroad system 78. The system 38 discloses the signaling system 40 which is adapted to determine the position information of each one of the locomotive 10 in the railroad system 78, and the events. Further, the electronically controlled pneumatic braking module 44 is configured to detect the lead status of the locomotive 10. Based on at least the determined position information of each one of the locomotive 10 in the railroad system 78, and the lead status of the locomotive 10, the lighting devices 12 of the locomotive 10 are operated or controlled by the locomotive control system 46. Further, the system 38 discloses the lighting devices 12 algorithm that is changed in the back office control center 86 of the signaling system 40 at any time, and thus allows railroad flexibility to change the lighting devices 12 (i.e., the headlights 28) operating rules. Thus, such type of the system 38 ensures a reliable operation, driverless operation, decreases maintenance costs, and reduces operator's workload. Also, an automatic controlling of the lighting devices 12 by the locomotive control system 46 results in proper operation (i.e., a switching operation: “ON” position, or “OFF” position) of the lighting devices 12, which extends the life of the lighting devices 12, and thus makes the entire system 38 more reliable and robust.
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 operating a plurality of lighting devices of a locomotive in a network, the system comprising:

a signaling system adapted to determine position information of a plurality of locomotives over the network in a real time, and a plurality of events;

a braking module is configured to detect a lead status of the locomotive among the plurality of locomotives; and

a locomotive control system is communicatively coupled to the signaling system and the braking module, the locomotive control system is configured to operate the plurality of lighting devices of the locomotive based at least on the position information, the plurality of events, and the lead status of the locomotive.