Power converter

Abstract

A power converter for a rail car is disclosed. The power converter may be electrically coupled with a generator, a battery, and a load. The generator may generate an electrical current using a rotation of the axle and provide the current to the power converter. The power converter may convert the current received from the generator and provide the converted current to one or more of the battery or the load. The power converter may be activated in response to detecting a rotation of the axle or in response to detecting air pressure in the air brake system. The power converter may be deactivated when the rail car has not moved for an amount of time.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application claims benefit of U.S. Provisional Application No. 63 / 762,278 filed Feb. 24, 2025, the entire disclosure of which is hereby incorporated by reference.BACKGROUND

[0002] Rail cars are typically coupled together to form a train using a mechanical coupling system, which allows the cars to be securely linked while providing the flexibility to separate them as needed. As a result, rail cars can be randomly assembled to form a train and transported. While rail cars are mechanically linked, in particular freight rail cars are not generally electrically connected to one another. Instead, such cars are connected by a mechanical linkage, as well as through an air brake system, which links the brake lines of each car. This air brake system enables coordinated braking across the entire train, ensuring that all cars apply brakes when needed.

[0003] Although rail cars are not reliably electrically connected, there are circumstances where it may be useful to transmit information about the condition or status of a rail car to other systems, especially in the case of potential failures or other issues. For example, components such as wheel bearings or other parts can experience failures that require attention. In such cases, being able to communicate diagnostic or operational information can prevent accidents or damage. Other circumstances or applications using electricity in individual rail cars are likewise possible.SUMMARY

[0004] In general terms, aspects of the present disclosure relate to a power converter for a rail car. In some embodiments, and by non-limiting example, the power converter is electrically coupled with a generator, a battery, and a load. The generator may generate an electrical current using rotational movement of the axle and provide the current to the power converter. The power converter may convert the current received from the generator and provide the converted current to one or more of the battery or the load. The power converter may be activated in response to detecting a rotation of the axle or in response to detecting air pressure in the air brake system. The power converter may enter a low energy state when the rail car has not moved for a predetermined amount of time.

[0005] In a first aspect a power supply system for a rail car is disclosed. The power supply system comprises a power converter that receives a first current from a generator coupled to an axle of the rail car and converts the first current into a second current; and a battery electrically coupled to the power converter, wherein one or more of the power converter or the battery are electrically coupled to a load via a switch; wherein the power converter is configured to: close the switch after detecting a rotation of the axle of the rail car or after receiving a signal from an air brake system; and open the switch a predetermined time after determining that the rail car is stationary.

[0006] In a second aspect, a power converter for a rail car is disclosed. The power converter comprises a voltage converter configured to receive a first current from a generator coupled to an axle of the rail car and convert the first current into a second current; a processor; and memory storing instructions that, when executed by the processor, cause the power converter to: detect an activation event; in response to detecting the activation event, closing a switch electrically coupling a load with one or more of the power converter or a battery; determining that the rail car is stationary; and a predetermined time after determining that the rail car is stationary, opening the switch.

[0007] In a third aspect, a method for providing power in a rail car is disclosed. The method comprises converting a first current received from a generator into a second current; detecting a rotation of an axle of the rail car or receiving a signal from an air brake system; after detecting the rotation of the axle of the rail car or receiving the signal from the air brake system, closing a switch electrically coupling a load with one or more of a power converter or a battery; and opening the switch a predetermined time after determining that the rail car is stationary.BRIEF DESCRIPTION OF THE DRAWINGS

[0008] FIG. 1 illustrates a schematic diagram of a rail car and components of a power supply system.

[0009] FIG. 2A illustrates a schematic diagram including a first embodiment of a power converter.

[0010] FIG. 2B illustrates a schematic diagram including a second embodiment of a power converter.

[0011] FIG. 3 is a flowchart of an example method for supplying power.

[0012] FIG. 4 is a flowchart of an example method for supplying power.

[0013] FIG. 5 illustrates a schematic diagram of a power converter.DETAILED DESCRIPTION

[0014] Various embodiments will be described in detail with reference to the drawings, wherein like reference numerals represent like parts and assemblies throughout the several views. Reference to various embodiments does not limit the scope of the claims attached hereto. Additionally, any examples set forth in this specification are not intended to be limiting and merely set forth some of the many possible embodiments for the appended claims.

[0015] As briefly described above, aspects of the present disclosure relate to a power supply system in a rail car. Among other things, the system may include a generator, a power converter, a battery, and a load. The generator may generate a current when the rail car is in motion and provide the current to the power converter. The power converter may convert the current from the generator and provide the converted current to one or more of the load and / or battery. The load may be an electrical or electromechanical device that uses current from the power converter or battery to perform an operation. For example, the load may be a communication device, a diagnostic or monitoring device, a combination thereof, or another device, as further described below.

[0016] The power converter may include a computing system with a microprocessor that controls one or more switches for providing current to the load and battery. For example, the power converter may close a switch when the rail car is in motion or in response to receiving a signal from the train’s air brake system, such that the load may receive power when the train is moving or is preparing to move. Additionally, the power converter may open the switch when the rail car is stationary. For example, the power converter may detect that the rail car is stationary and may keep a switch closed for a period of time after the rail car is stationary, thereby allowing operations of the load device to continue for a time after the rail car has stopped. After that amount of time, the power converter may open the switch and cause a computing device (e.g., a controller) to enter a low power state (e.g., a sleep state).

[0017] Aspects of the present disclosure provide various advantages. For example, the system provides power in a rail car that may not otherwise be electrically coupled with a power source, or otherwise electrically connected to other rail cars. Such power in a rail car may be used in numerous applications, such as on-board defect detection for an individual rail car by using devices that require electricity to measure, detect, or sense conditions associated with the rail car or components thereof. As another example, such power may be used in a communication system, such as a radio device, to communicate diagnostic or other information associated with the rail car. Moreover, although the power may, in some instances, be generated by movement of the rail car, systems disclosed herein may continue to provide power for a period of time after the rail car is stationary, thereby extending the duration during which power is available to loads. Moreover, even without movement of the rail car, the system may provide power to a load based on a signal from a train’s air brake system, thereby further expanding the availability of power in the rail car. As will be appreciated by those having skill in the art in view of the present disclosure, these are only some of the potential advantages provided by aspects of the present disclosure.

[0018] FIG. 1 illustrates a schematic diagram of a rail car 100. In some examples, the rail car 100 is a freight rail car. For example, the rail car 100 may be used to transport objects. The rail car 100 may be coupled to one or more other rail cars as part of a train. Though not illustrated, aspects of the power supply system disclosed herein may be implemented in a plurality of rail cars in a train. For example, numerous individual rail cars may include a power supply system. In some instances, the rail car 100 may not be electrically coupled to an external power source. Although illustrated as a freight car, the rail car 100 may be a passenger rail car. Additionally, aspects of the power supply system disclosed herein are not limited to rail transport and may also be implemented in other systems of transportation, such as automobiles and the like.

[0019] In the example shown, the rail car 100 includes a power converter 102, a generator 104, a battery 106, a load 108, an axle 110, and a brake line 112. In some embodiments, one or more components illustrated in the example of FIG. 1 constitute a power supply system for the rail car. For example, the power supply system may consist of the power converter 102 or may include the power converter in combination with one or more other components, such as the generator 104 or the battery 106.

[0020] The power converter 102 may be an electrical system that receives current from the generator 104, converts that current, and makes the converted current available to other devices, such as the battery 106 or the load 108. The power converter 102 may include, among other things, a voltage converter for converting a current output by the generator 104 and may include a computing system for selectively actuating (e.g., opening and closing) switches connecting one or more of the battery 106 and the load 108 to each other or with the power converter 102. Example components and operations of the power converter 102 are further described below in connection with FIGS. 2-4.

[0021] In the example shown, the power converter 102 is located inside of the rail car 100. For example, the power converter 102 may be positioned such that it can be wired to the generator 104, the battery 106, and the load 108, while also being positioned such that it does not interfere with the handling of transportation of objects in the rail car 100. In some embodiments, the power converter 102 is positioned near a surge tank of the air brake system. In other embodiments, the power converter 102 may be positioned outside of the rail car 100. The power converter 102 may further include a housing that encloses one or more components of the power converter 102 that are illustrated in FIGS. 2A-2B.

[0022] The generator 104 may be a machine for electrical power generation. The generator 104 may be coupled to the axle 110. For example, the generator 104 may be coupled to an end of the axle 110. In some embodiments, the generator 104 is a magnetic generator. For example, the generator 104 may include one or more magnets that rotate around one or more coils when the axle 110 rotates, thereby generating an electrical current. In some embodiments, the generator 104 generates three-phase alternating current and output the three-phase alternating current to the power converter 102. The amount of energy output by the generator 104 may vary with axle speed. As an example, the generator 104 may produce 5 watts when the rail car is moving at 10 miles per hour. As another example, the generator 104 may produce between 70 to 80 watts when the rail car is moving between 50 to 60 miles an hour. Accordingly, the generator 104 may generate sufficient energy, in some instances, to power the load 108 and also charge the battery 106. In some embodiments, the generator 104 generates current such that even a minimal rotation of the axle 110 causes the generator 104 to generate an electrical current and provide the current to the power converter 102.

[0023] The battery 106 may be a device for storing energy. In some embodiments, the battery 106 is a lead acid battery. In other embodiments, a nickel cadmium or lithium-ion battery could be used. In some embodiments, the battery 106 is a 12-volt battery, but its size may vary depending on, for example, characteristics of the power converter 102 or a voltage requirement of the load 108. The battery 106 may be charged by a current output by the power converter 102. The battery 106 may provide power to the load 108.

[0024] The load 108 may be a device that uses electricity to operate. For example, the load 108 may receive current from one or more of the power converter 102 or the battery 106. Advantageously, the load 108 may take various forms. As one example, the load 108 may include a communication device, thereby enabling conditions of the rail car 100 or components associated therewith to be communicated to an external system, and thereby enabling the rail car 100 or components thereof to receive communications from an external system. In some embodiments, the external system includes a radio communication device in the locomotive of the train. In some embodiments, the load 108 may include a radio transceiver. Additional non-limiting examples of the load 108 may include the following: a bearing monitoring device, such as a device that monitors a bearing temperature; an electronic braking device; a device to measure rotations per minute of an axle; a device to measure an ambient condition in the rail car 100; or another device that measures, detects, generates, or communicates data associated with the rail car 100, the train, objects transported by the rail car 100, or other components associated with the rail car 100. As another example, the load 108 may generate alerts in response to detecting a condition. For example, if the load 108 is measuring the rotation speed of an axle, and if there is an abrupt change, which may signal that the wheel set came off the track, then the load 108 may communicate an alert to an external system. Other alerts using data captured by the load 108 are also possible and may depend on features of the rail car 100 and the power converter 102. In some embodiments, the load 108 includes multiple devices. In some embodiments, the load 108 has a power requirement, such that current will not be provided to the load 108 unless the battery 106 is charged to a sufficient voltage.

[0025] The axle 110 may be an axle that is coupled to wheels of the rail car 100 and that turns when the rail car 100 is in motion. As shown, the generator 104 may be coupled to an end of the axle 110 such that, when the axle 110 rotates, the generator 104 generates a current.

[0026] As described in further detail below, the power converter 102 may operate in response to signals received via various components, including the generator 104. In some instances, as reflected below, the power converter 102 receives input current signals that include pulses indicative of characteristics of the generator 104 (e.g., based on the specific layout of magnetic components in the generator); based on the power converter 102 being configured with information about a model or characteristics of the generator 104, the power converter 102 may also obtain information from the pulses received, including determination of a speed of rotation of the axle to which the generator is mounted. The power converter 102 may then correlate the speed of rotation to linear speed based on wheel size of the train wheel at the axle, which may be logged and / or communicated using other systems and circuitry, as described in further detail below.

[0027] The brake line 112 may be a continuous pipe running the length of the train along the underside of the rail car 100. The brake line 112 may be part of an air brake system of the train. The brake line 112 may carry pressurized air to operate the air brake system, such that when the brake line is pressurized, the brakes remain in a released state allowing the axle 110 to rotate and the train to move. In some embodiments, as part of preparing to move the train, an air compressor may begin to pressurize air in the brake line 112. As shown, the brake line 112 may be coupled to the power converter 102, such that the power converter 102 may receive a signal from the air brake system. For example, when the brake line is pressurized, a switch of the power converter 102 may be closed, thereby causing the power converter 102 to take one or more actions, such as providing power to the load 108, as described further in connection with FIGS. 2A-2B. In addition to the brake line 112, the rail car 100 may include additional components of the air brake system of the train, such as a brake cylinder and air brake piston, one or more of which may be coupled to the power converter 102.

[0028] FIGS. 2A-2B illustrate schematic diagrams that include the power converter 102. FIG. 2A illustrates a first embodiment of the power converter 102, and FIG. 2B illustrates a second embodiment of the power converter 102. As shown, certain components of the embodiments of FIGS. 2A and 2B may overlap. Accordingly, characteristics of components described in connection with FIG. 2A may be applicable to analogous components of FIG. 2B, and vice-versa. Additionally, the power converter 102 is not limited to the embodiments set forth in the examples of FIGS. 2A and 2B.

[0029] FIG. 2A illustrates the power converter 102, the generator 104, the battery 106, and the load 108, example aspects of which are described above in connection with FIG. 1. In the example shown, the power converter 102 includes a voltage converter 202, a computing system 204, a latch relay 218, a switch 220, a switch 222, and an air pressure switch 224. As shown, the voltage converter 202 and the computing system 204 may be part of a circuit board 201. An example schematic diagram of components of the voltage converter 202 and the computing system 204 is illustrated and described below in connection with FIG. 5.

[0030] The voltage converter 202 may be a device that converts the input current 214 received from the generator 104 into the output current 216, which may be provided from the power converter 102 to other components, such as one or more of the battery 106 or the load 108. Characteristics of the voltage converter 202 may depend on the current that is received by the power converter 102 and by requirements for the output current 216. In some embodiments, the input current 214 is alternating current (AC) (e.g., illustrated as three-phase AC in the example of FIG. 2) and the output current is direct current (DC). For example, the voltage converter 202 may include a rectifier. In some embodiments, the voltage converter 202 includes a buck converter. Other types of input and output current are likewise possible. In some embodiments, the voltage converter 202 operates automatically, such that when the power converter 102 receives the input current 214, the voltage converter 202 automatically generates the output current 216. In some embodiments, the voltage converter 202 provides the output current 216 to the computing system 204, which uses the output current 216 when powered on, or when operating in a regular operating mode.

[0031] The computing system 204 may include hardware, firmware, and software for performing various operations associated with the power converter 102. For example, the computing system 204 may, among other things, control opening and closing of the switches 220 and 22 using the latch relay 218, and the computing system 204 may facilitate communication with external components via one or more of the inputs 226-232 or the communication output 234. In some embodiments, certain operations described herein as being performed by the power converter 102 are performed by the computing system 204. In the example shown, the computing system 204 includes a battery 206, a processor 208, and a memory 210 storing instructions 212. Furthermore, the computing system 204 may include additional components, such as an interface for receiving data via inputs and sending data via outputs.

[0032] The battery 206 may provide power to other components of the computing system 204, such as the processor 208. The battery 206 may be an internal battery. In some embodiments, the battery 206 may provide power to the computing system 204 even if the power converter 102 is not receiving an input current from the generator 104. In some embodiments, the battery 206 maintains the computing system 204 in a low-power mode. In some embodiments, when the power converter 102 receives the input current 214, a signal is provided to the computing system 204 such that it is powered on, which may include transitioning from a low-power mode to a regular operating mode. In some embodiments, the output current 216 may also charge the battery 206, and each of the battery 206 and output current 216 may provide power to components of the computing system 204.

[0033] The processor 208 may be a device that executes instructions, such as instructions that obtain data, process the data, and provide output based on the processing. The processor 208 may include a plurality of processors. The processor 208 may obtain instructions and data stored by the memory 210. The processor 208 can take any of a variety of forms, such as a central processing unit, microcontroller, microprocessor, application-specific integrated circuits, field programmable gate arrays, another type of processor, or combinations thereof. In example implementations, the processor 208 includes at least one physical processor implemented as an electrical circuit.

[0034] The memory 210 may be one or more components configured to store data and instructions 212. The instructions 212 can, when executed by the processor 208, cause execution of one or more operations that implement aspects described herein. The memory 210 may be a non-transitory computer readable medium, such as random-access memory, read only memory, cache memory, registers, portable memory (e.g., enclosed drives or optical disks), mass storage devices, hard drives, solid state drives, other kinds of memory, or combinations thereof. In some embodiments, the memory 210 may store modifiable parameters associated with operations of the power converter 102, such as, for example, a delay time before opening a switch, which is further described below.

[0035] In some examples, the computing system 204 takes the form of a microcontroller, having an integrated processor 208 and memory 210. However, other computing implementations may be used as well, or in the alternative. Generally speaking, the computing system 204 is selected for use in a low-power environment and is capable of entering a deep sleep state, having minimal power requirements when not in use. In that way, even where the battery 206 is of comparatively smaller capacity, the computing system may not require significant power, such that it may be able to operate with only sporadic recharging of the battery 206 (e.g., every 1-2 weeks, or up to 2-3 months between uses, in some cases).

[0036] The latch relay 218 is a device that controls the switch 220 and the switch 222. Though illustrated as separate components, the latch relay 218, the switch 220, and the switch 222 may be part of the same switching device. The latch relay 218 may be electrically operated by receiving pulses from the computing system 204. The latch relay 218 may retain the positions of the switches 220 and 222 (either open or closed) after being activated, even when power is removed, until receiving a different signal to change the positions of the switches. In some embodiments, the latch relay 218 uses a mechanical or magnetic mechanism that latches the switches 220 and 222 to be open or closed. In the example of FIG. 2A, the latch relay 218 may actuate the switches 220 and 222 in tandem, such that they are opened and closed together. The computing system 204 may provide a pulse to the latch relay 218 to actuate it. For example, the computing system 204 may provide a 12-volt pulse to actuate the latch relay 218. As shown, there are three lines leading to the latch relay 218, one of which may be a common line, one of which may be pulsed to cause the latch relay 218 to open, and one of which may be pulsed to cause the latch relay 218 to close. Example operations associated with opening and closing the latch relay 218 are further described below in connection with FIGS. 3-4.

[0037] The switch 220 electrically couples the power converter 102 and the battery 106. When the switch 220 is closed, the output current 216 may be provided from the power converter 102 to the battery 106, thereby charging the battery 106.

[0038] The switch 222 electrically couples the load 108 to the battery 106 and the power converter 102. When the switch 220 is closed, the load 108 may receive current from one or more of the power converter 102 or the battery 106.

[0039] The power converter 102 may include one or more inputs, one or more of which may be processed by the computing system 204. In some embodiments, the computing system 204 may process such inputs when powered on but may not process such inputs when powered down, or when the computing system 204 is in a low-power mode. In some embodiments, the inputs may carry digital or analog signals that may be processed by one or more interfaces of the power converter 102 and the computing system 204. In the example shown, the inputs include a temperature sensor input 226, an air pressure sensor input 228, an external input 230, and an air brake line input 232.

[0040] The temperature sensor input 226 may be coupled to a temperature sensor that measures a temperature of the generator 104. In some embodiments, the temperature sensor is a thermistor or thermocouple. The temperature sensor input 226 may provide temperature data to the computing system 204.

[0041] The air pressure sensor input 228 may be couple to an air pressure sensor that measures an air pressure of the air brake system of the train. For example, the air pressure sensor may measure an air pressure of the brake line 112 of the rail car or may measure the air pressure of another component of the air brake system. The air pressure sensor input 228 provides air pressure data to the computing system 204.

[0042] The external input 230 may be an input coupled to another sensing, monitoring, measuring, or communication device that is associated with the rail car 100 or a component transported by or otherwise associated with the rail car 100. As one example, the external input 230 may be a button that, when pushed, represents an activation event that activates the power converter 102.

[0043] Air brake line input 232 may include air that actuates the air pressure switch 224 when the brake line 112 is pressurized. The air pressure switch 224 may be a switch that does not require electrical power to be switched. For example, the air pressure switch 224 may include a mechanical switch that closes when pressure inside the air brake line input 232 is sufficiently high. The air pressure switch 224 may provide a signal to the power converter 102 and computing system 204 when the brake line 112 changes state – e.g., becomes pressurized or becomes depressurized. The signal may be, for example, a closing of the air pressure switch 224, indicating pressurization of the brake line 112.

[0044] The communication output 234 may be a data transmission line used by the power converter 102 to output data to an external system, such as, for example, a monitoring system located in another car of the train or that is remote. In some embodiments, the communication output 234 is coupled to the load 108, which may be a communication device that transmits data from the communication output 234 to external components. In some embodiments, the power converter 102 may use the communication output 234 to transmit data received via one or more of the inputs 226-232. Non-limiting examples of data that may be transmitted via the communication output 234 include the following: a temperature of the generator 104; a rotations per minute of the axle 110 or the generator 104; an air pressure of the air brake system; a charge of the battery 106; a charge of the battery 206; a switch state of one or more of the switches 220 or 222; a diagnostic condition of one or more components of the power converter 102 or the load 108; and data generated or measured by the load 108.

[0045] FIG. 2B illustrates the power converter 102, the generator 104, the battery 106, and the load 108, example aspects of which are described above in connection with FIGS. 1 and 2A. In the example of FIG. 2B, the power converter 102 includes a latch relay 217 associated with the switch 220 and a latch relay 219 associated with the switch 222. Example features of the latch relay 217 and the latch relay 219 are described in connection with the latch relay 218 of FIG. 2A. Using the configuration illustrated in the example of 2B, the power converter 102 may independently control switch 220 and the switch 222. For example, computing system 204 may send a pulse to the latch relay 217 to close (or open) the switch 220 without sending a pulse to the latch relay 219 to close (or open) the switch 222, or vice-versa. An example of independently controlling the switches 220 and 222 is described below in connection with the method 400 of FIG. 4.

[0046] FIG. 3 is a flowchart of an example method 300 for supplying power. Steps of the method 300 are described as being performed by the power converter 102 or components thereof. The power converter 102 may begin the method 300 in response to one or more activation events, or a combination of activation events, as illustrated by the dashed box including activation events 301. The activation events may be events or conditions that cause the power converter 102 to take further action, such as by, for example, powering on the computing system 204, charging the battery 106, providing power to the load 108, a combination thereof, or another action.

[0047] In the example of FIG. 3, two example activation events 301 are shown: detecting a rotation of the rail car axle (step 302) and receiving a signal from the air brake system (step 304). However, depending on the embodiment, different activation events are possible. For example, activation events may be defined based on the type of rail car or based on what is being transported. For example, if the rail car 100 is a tanker, then an activation event may include detecting when the tanker is filled. As another example, if the rail car is refrigerated, then an activation event may be detecting when an ambient temperature is below a threshold level. In some embodiments, activation events may be customizable and programmed into the computing system 204.

[0048] In the example shown, the power converter 102 may detect a rotation of the rail car axle (step 302). For example, the power converter 102 may detect a rotation of the axle 110 of FIG. 1. Detecting the rotation of the rail car axle may be a proxy for detecting that the rail car and the train are in motion. In some embodiments, detecting the rotation of the rail car axle may include receiving current from the generator 104. For example, when the axle 110 rotates, the generator 104 may generate a current, which may be received by the power converter 102, thereby causing the power converter 102 to detect rotation of the rail car axle by way of the received current signal. Additionally, pulses in the current signal from the generator 104 may be used, in combination with information about the structure of the generator 104 itself, to determine a rotational speed of the axle to which the generator 104 is mounted, and optionally also a linear speed of the rail car. Such information may be logged and / or transmitted to remote systems, e.g., via communication output 234 or other wired or wireless communication means.

[0049] In some embodiments, the power converter 102 may require a threshold amount of current to be received for a positive verification that the rail car is moving, thereby avoiding unnecessarily activating the computing system 204 if there is movement that does not correspond to a movement of the rail car 100 along a track. In some embodiments, the power converter 102 may detect a rotation of the axle 110 without using the generator 104, such as by using an accelerometer or other motion sensor. In response to detecting the motion of the axle, the method 300 may proceed to the step 306.

[0050] In the example shown, the power converter 102 may receive a signal from the air brake system (step 304). For example, the power converter 102 may receive a signal from the brake line 112 indicating a change in state of the brake line. In some embodiments, the signal indicates that the air brake system is pressurized. For example, receiving the signal may comprise closing the air pressure switch 224 in response to the brake line 112 being pressurized (resulting in release of the brakes). In response to receiving the signal form the air brake system, the method 300 may proceed to the step 306.

[0051] In some embodiments, the power converter 102 may detect rotation of the rail car axle without receiving a signal from the air brake system, or vice-versa. For example, in some instances, the brakes of the train may be released even if the air brake system is not pressurized. For example, the brakes may be manually released independently of the air brake system for the train to be moved at a low speed. In such a situation, the power converter 102 may nevertheless be activated and provide current to the load 108. For example, as the train moves, even at a low speed, the generator 104 may generate a current, which may be received by the power converter 102 (e.g., at the step 302).

[0052] As another example, the air brake system may be pressurized prior to departure of the train, such as part of initializing the train for departure. In such instances, it may be advantageous for the power converter 102 to supply power before the train departs. For example, the load 108 may be a device that monitors a status of equipment in the rail car 100 and may check and communicate whether such equipment is ready to be used. Advantageously, even though the rail car 100 may not be moving, the power converter 102 may operatively connect the battery 106 to provide power to the load 108.

[0053] In the example shown, the power converter 102 may power on the computing system 204 (step 306). For example, the computing system 204 may be switched from a low-power or inactive state to an active or normal operating state and may be provided power from one or more of the battery 206 or the output current 216. In some embodiments, when the computing system 204 is in the low-power mode, the computing system 204 may be receiving power from the battery 206 sufficient to perform certain operations. For example, the computing system 204 in the low-power mode may be able to enter a high-power, or regular mode in which it can, for example, operate switches, in response to detecting a rotation of the axle or receiving a signal from the air brake system. Additionally, in the high-power mode, the computing system 204 may monitor, log, and report rotational speed of the axle, based at least in part on an electrical characteristic of the electrical current signal received from the generator. For example, pulses in the electrical current signal may correspond to a speed of rotation of the axle; such pulses may be converted to rotational speed based on knowledge at the computing system 204 of characteristics of the generator.

[0054] In the example shown, the computing system 204 closes a switch (step 308). For example, referring the example of FIG. 2A, the computing system 204 may close the switches 220 and 222, such as by pulsing the latch relay 218. By closing the switch, a direct current signal may be provided to the load 108. For example, the power converter 102 or the battery 106 may provide current to the load 108 when the computing system 204 closes the switch. Additionally, when the rail car 100 is moving, the power converter 102 may charge the battery 106 when the switch is closed.

[0055] In the example shown, the computing system 204 determines that the rail car is stationary (step 310). To do so, the computing system 204 may determine that the power converter 102 has stopped receiving current from the generator 104. As another example, the computing system 204 may use an accelerometer or other motion sensor to determine that the rail car 100 is stationary. In some embodiments, the computing system 204 requires a combination of conditions to be met to determine that the rail car 100 is stationary, such as not receiving current from the generator 104 and using motion data to detect that the rail car 100 has stopped moving.

[0056] In the example shown, the computing system 204 may enter a delay state (step 312). For example, after determining that the rail car is stationary (step 310) and prior to opening the switch (e.g., in step 314) or entering a low-power state, the computing system 204 may delay and may proceed to the step 314 only after a certain amount of time is elapsed since determining that the rail car 100 is stationary. During this time, the switch may remain closed; therefore the load 108 may be receiving current. In some embodiments, the amount of time is a predetermined or programmable amount of time, such as 30 minutes, 1 hour, 12 hours, 1 day, or another amount of time. In some embodiments, the amount of time is a modifiable parameter that may be programmed into the computing system 204. In some embodiments, the amount of time depends on the load 108. For example, the amount of time may be an amount of time required for a load 108 to complete an operation. Additionally, although not illustrated, in some instances, the power converter 102 may, during the delay, detect a rotation of the rail car axle or receive a signal from the air brake system, in which case the power converter 102 may return to the beginning of the method 300.

[0057] As an example of the delay, the rail car may reach a destination and therefore become stationary at a first time. However, it may be advantageous to continue providing power to the load 108 for an amount of time after the rail car has reached its destination. For instance, if the load 108 includes a monitoring device, then it may be useful for an operator of train for the load 108 to continue monitoring the rail car 100 or components associated therewith as the rail car 100 is being unloaded, loaded, or reconfigured, or as components of the rail car 100 cool down. Therefore, during the delay time, the switch may remain closed until a time associated with the delay has elapsed.

[0058] In the example shown, the computing system 204 may open the switch (step 314). For example, the computing system 204 may pulse the latch relay to open the switch that was closed in connection with the step 308. As a result, the load 108 may stop receiving current.

[0059] In the example shown, the power converter 102 may power down the computing system 204 (step 316). For example, the computing system 204 may enter a low-power or inactive mode.

[0060] As shown in the example of FIG. 3, the power converter 102 may again detect an action event, such as a rotation of a rail car axle or a signal from the air brake system. In response to the action event, the power converter 102 may return to the beginning of the method 300. For example, after stopping for a certain amount of time, the rail car 100 or the train may begin to move again, in which case the power converter 102 may provide energy to the load 108. As another example, the air brake system be pressurized, in which case the power converter 102 may provide energy to the load 108.

[0061] FIG. 4 is a flowchart of an example method 400 for supplying power. As shown, certain steps of the method 400 overlap with certain steps of the method 300. Accordingly, certain features of the method 300 described in connection with FIG. 3 are applicable to steps of the method 400 of FIG. 4, and vice-versa.

[0062] In the example shown, the power converter 102 may detect an activation event 401. Example aspects of activation events 401 are described in connection with the activation events 301 of FIG. 3 In the example shown, the power converter may detect a rotation of a rail car axle (step 402), receive a signal from an air brake system (step 404), or both. Example aspects of the step 402 and step 404 are described in connection with the step 302 and step 304, respectively. In the example shown, the power converter 102 may power on the computing system (step 406), example aspects of which are described in connection with the step 306.

[0063] In the example shown, the power converter 102 may close a first switch (step 408). For example, referring the example of FIG. 2B, the power converter 102 may include at least two independently controllable switches, such as the switch 220 and the switch 222. In such an embodiment, the computing system 204 may, at the step 408, close a switch to charge the battery 106. For example, the computing system 204 may close the switch 220, thereby charging the battery 106 using the output current 216.

[0064] In the example shown, the power converter 102 may determine whether the voltage of the battery 106 is sufficient (step 410). For example, once the first switch is closed, the voltage of the battery 106 may increase over time, until its maximum voltage is reached. Therefore, upon closing the first switch, the voltage of the battery 106 may be insufficient to power the load 108. As an example, the load 108 may require a 12-volt power source, and although the battery 106 may be a 12-volt battery, it may not reach this voltage until after a certain amount of time during which it is charged by the power converter 102. Accordingly, the power converter 102 may may measure a voltage of the battery 106 and compare it to a voltage requirement of the load 108, a value that may, in some instances, be programmed into the computing system 204 or inferred by the computing system 204 based on a feature of the load 108. In response to determining that the voltage of the battery 106 is greater than or equal to a requirement of the load 108, the method 400 may proceed to step 408 (e.g., taking the “YES” branch). In response to determining that the voltage of the battery is less than a requirement of the load 108, the method 400 may reevaluate, at a subsequent time, whether the voltage is sufficient, such as by remeasuring the voltage of the battery 106 (e.g., taking the “NO” branch).

[0065] In the example shown, the computing system 204 may close a second switch (step 412). For example, the computing system 204 may close a switch that electrically couples the load 108 with the battery 106. Referring to the example of FIG. 2B, the computing system 204 may close the switch 222, thereby providing power to the load 108.

[0066] In the example shown, the computing system 204 may determine that the rail car is stationary (step 414), example aspects of which are described in connection with the step 310. In the example shown, the computing system 204 may delay (step 416) prior to proceeding to the step 418. Example aspects of such a delay are described in connection with the step 312.

[0067] In the example shown, the computing system 204 may open switches (step 418). For example, the computing system 204 may open each switch closed at the step 408 and step 412. As a result, the power converter 102 may stop providing power to the load 108. In the example shown, the power converter 102 may power down the computing system 204 (step 420). Thereafter, in response to detecting an activation event, such as a rotation of a rail car axle or a signal from the air brake system, the power converter 102 may return to the beginning of the method 400.

[0068] FIG. 5 illustrates a schematic diagram of certain components of the power converter 102. FIG. 5 illustrates circuit components of the voltage converter 202 and the computing system 204. Example components of the voltage converter 202 include the three-phase diode bridge 602, the linear regulator 604, the switching regulator 606, the switching regulator 608, and the buck converter 610. Example components of the computing system 204 include the microcontroller 618 and the analog circuits 620.

[0069] In the example shown, the power converter 102 receives the input current 214 from the generator 104. The input current 214 may be a three-phase alternating current. In some instances, the input current 214 may be noisy, and the power converter 102 includes fuses for overcurrent protection. The input current may pass through a three-phase diode bridge 602, which converts the three-phase AC signal to a direct current signal. The power converter 102 combines the alternating input current 214 into a single differential voltage signal, and ensures current flow only in the direction from the generator 104 toward the outputs 614, 616.

[0070] The buck converter 610 generally provides signal smoothing and voltage adjustment to achieve a desired output voltage. That is, the buck converter 610 may convert an input direct current received from the three-phase diode bridge 602, and convert that into an output direct current at an output voltage that may be different from the input voltage. In the example shown, the buck converter 610 includes one or more input capacitors, two switches (M1 and M2), an inductor, and one or more output capacitors. The buck converter 610 may include more or fewer components than those shown. In the example shown, the switches M1 and M2 are MOSFET switches. In some embodiments, the switches M1 and M2 may be controlled by pulses sent from the computing system 204 via the analog circuits 620. In some embodiments, the output voltage of the buck converter 610 is determined by one or more of the linear regulator 604, the switch regulator 606, or the switching regulator 608. In some embodiments, the linear regulator 604, the switching regulator 606, and the switching regulator 608 are separate systems for generating various voltage outputs.

[0071] As shown, the output current of the buck converter 610 may be provided to one or more of the battery 106 or load 108 via the output relays 612. For example, the batter output 614 may lead to the battery 106, and the load output 616 may lead to the load 108, as illustrated in the example of FIG. 2B. In some embodiments, the output relays 612 are latch relays. Example aspects of the output relays 612 are described above in FIGS. 2A-B in connection with the latch relays 217-19 and the switches 220, 220.

[0072] FIG. 5 further includes the microcontroller 618 and the analog circuits 620. The microcontroller 618 and the analog circuits 620 may be part of the computing system 204. In some embodiments, the microcontroller 618 includes one or more of the processor 208, memory 210, and instructions 212 described above in connection with FIG. 2A-2B. The microcontroller 618 may receive the temperature sensor input 226. Furthermore, the microcontroller 618 may receive and send communications via the communication line 622, example aspects of which are described in connection with the external input 230 and communication output 234.

[0073] The analog circuits 620 may include one or more inputs, such as an AC input 634, an input voltage 636, and an output voltage 638. Different inputs may be used by different subcircuits of the analog circuits 620. In some embodiments, the analog circuits 620 include a circuit for sensing a voltage generated by the generator 104 or the internal battery 206. In response to sensing such a voltage, the analog circuits 620 may send a wake-up signal to the microcontroller 618. Additionally, the analog circuits 620 may also include other circuits for controlling a process of one or more of the microcontroller 618 or the voltage converter 202.

[0074] As shown, the microcontroller 618 and the analog circuits 620 may exchange signals. For example, the analog circuits 620 may provide voltage readings 624 (e.g., voltage readings from the voltage converter 202 or another component), a duty cycle reading 628, or an alternating current frequency detection signal 632 to the microcontroller 618. The microcontroller 618 may send pulses to the analog circuits 620. For example, the microcontroller 618 may send current control pulse width modulation 626 or gate drive pulse width modulation 630 signals to the analog circuits 620. In some embodiments, the signals sent by the microcontroller 618 to the analog circuits 620 may be used to control switches of the buck converter 610 and switches for outputs of the power converter 102.

[0075] As will be understood, the power converter 102 may include more or fewer components than those illustrated in the example of FIG. 5. Moreover, the components illustrated therein may be arranged differently than shown. For example, a component described as external to one or more of the voltage regulator 202 or the computing system 204 may, in some embodiments, be part of the voltage regulator 202 or the computing system 204. Conversely, a component that is described as part of one or more of the voltage regulator 202 or the computing system 204 may, in some embodiments, be external to the voltage regulator 202 or the computing system 204.

[0076] While particular uses of the technology have been illustrated and discussed above, the disclosed technology can be used with a variety of data structures and processes in accordance with many examples of the technology. The above discussion is not meant to suggest that the disclosed technology is only suitable for implementation with the data structures shown and described above. For examples, while certain technologies described herein were primarily described in the context of railway crossings, in some examples, the technologies described herein may be applicable in crosswalks or other types of crossings.

[0077] This disclosure described some aspects of the present technology with reference to the accompanying drawings, in which only some of the possible aspects were shown. Other aspects can, however, be embodied in many different forms and should not be construed as limited to the aspects set forth herein. Rather, these aspects were provided so that this disclosure was thorough and complete and fully conveyed the scope of the possible aspects to those skilled in the art.

[0078] As should be appreciated, the various aspects (e.g., operations, memory arrangements, etc.) described with respect to the figures herein are not intended to limit the technology to the particular aspects described. Accordingly, additional configurations can be used to practice the technology herein and / or some aspects described can be excluded without departing from the methods and systems disclosed herein.

[0079] Similarly, where operations of a process are disclosed, those operations are described for purposes of illustrating the present technology and are not intended to limit the disclosure to a particular sequence of operations. For example, the operations can be performed in differing order, two or more operations can be performed concurrently, additional operations can be performed, and disclosed operations can be excluded without departing from the present disclosure. Further, each operation can be accomplished via one or more sub-operations. The disclosed processes can be repeated.

[0080] Although specific aspects were described herein, the scope of the technology is not limited to those specific aspects. One skilled in the art will recognize other aspects or improvements that are within the scope of the present technology. Therefore, the specific structure, acts, or media are disclosed only as illustrative aspects. The scope of the technology is defined by the following claims and any equivalents therein.

Claims

1. A power supply system for a rail car, the power supply system comprising:a power converter that receives a first electrical current from a generator coupled to an axle of the rail car and converts the first electrical current into a second electrical current; anda battery electrically coupled to the power converter, wherein one or more of the power converter or the battery are electrically coupled to a load via a switch;wherein the power converter is configured to:close the switch after detecting a rotation of the axle of the rail car or after receiving a signal from an air brake system; andopen the switch a predetermined time after determining that the rail car is stationary.

2. The power supply system of claim 1, wherein opening the switch after determining that the rail car is stationary comprises:determining that the first electrical current is not being received from the generator; andopening the switch in response to determining that an amount of time is elapsed since determining that the first electrical current is not being received from the generator.

3. The power supply system of claim 2, wherein the switch remains closed for the amount of time after determining that the first electrical current is not being received from the generator.

4. The power supply system of claim 1, wherein the power converter comprises a computing system that powers down after opening the switch.

5. The power supply system of claim 1,wherein the power converter comprises an internal battery and a computing system, the computing system being configured to open the switch and close the switch; andwherein the computing system enters a low-power mode using the internal battery after opening the switch.

6. The power supply system of claim 1, wherein detecting the rotation of the axle of the rail car comprises receiving the first electrical current from the generator.

7. The power supply system of claim 1, wherein detecting the rotation of the axle includes detecting a rotational speed of the axle based, at least in part, on an electrical characteristic of the first electrical current from the generator.

8. The power supply system of claim 1, wherein the signal from the air brake system comprises a closing of an air pressure switch.

9. The power supply system of claim 1, wherein the power converter is further configured to, after opening the switch, re-close the switch after detecting a second rotation of the axle or after receiving a second signal from the air brake system.

10. The power supply system of claim 1,wherein the first electrical current is three-phrase alternating current; andwherein the second electrical current is direct current.

11. A power converter for a rail car, the power converter comprising:a voltage converter configured to receive a first electrical current from a generator coupled to an axle of the rail car and convert the first electrical current into a second electrical current;a processor; andmemory storing instructions that, when executed by the processor, cause the power converter to:detect an activation event;in response to detecting the activation event, closing a switch electrically coupling a load with one or more of the power converter or a battery;determining that the rail car is stationary; anda predetermined time after determining that the rail car is stationary, opening the switch.

12. The power converter of claim 11,wherein the power converter comprises a communication output; andwherein the instructions, when executed by the processor, cause the power converter to provide, via the communication output, one or more of a rotations per minute of the axle of the rail car, an air pressure of an air brake system, or a charge of the battery to an external system.

13. The power converter of claim 11,wherein the battery is electrically coupled to the power converter via a second switch to receive the second electrical current;wherein the switch electrically couples the battery and the load;wherein closing the switch in response to detecting the activation event comprises:closing the second switch;measuring a voltage of the battery;determining that the voltage of the battery is greater than a requirement of the load; andin response to determining that the voltage of the battery is greater than the requirement of the load, close the switch.

14. The power converter of claim 11, wherein opening the switch after determining that the rail car is stationary comprises:determining that the first electrical current is not being received from the generator; andopening the switch in response to determining that an amount of time is elapsed since determining that the first electrical current is not being received from the generator.

15. The power converter of claim 14, wherein the amount of time is a modifiable parameter programmed into the memory of the power converter.

16. The power converter of claim 11, wherein the generator is a magnet generator attached to an end of the axle and converts mechanical energy of axle rotation of the rail car into the first electrical current.

17. The power converter of claim 11, wherein the load comprises a radio device.

18. The power converter of claim 11, wherein the load comprises an electrical device that detects or monitors a condition of a component of the rail car.

19. The power converter of claim 11, wherein the switch is a latch relay.

20. A method for providing power in a rail car, the method comprising:converting a first electrical current received from a generator into a second electrical current;detecting a rotation of an axle of the rail car or receiving a signal from an air brake system;after detecting the rotation of the axle of the rail car or receiving the signal from the air brake system, closing a switch electrically coupling a load with one or more of a power converter or a battery; andopening the switch after determining that the rail car is stationary for a predetermined amount of time.

21. The method of claim 20, wherein opening the switch after determining that the rail car is stationary comprises:determining that the first electrical current is not being received from the generator; andopening the switch in response to determining that an amount of time is elapsed since determining that the first electrical current is not being received from the generator.

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