U.S. patent application number 14/537281 was filed with the patent office on 2016-05-12 for fuel control strategy for locomotive consist.
This patent application is currently assigned to CATERPILLAR INC.. The applicant listed for this patent is CATERPILLAR INC.. Invention is credited to Jeffrey Edward JENSEN.
Application Number | 20160129925 14/537281 |
Document ID | / |
Family ID | 55911611 |
Filed Date | 2016-05-12 |
United States Patent
Application |
20160129925 |
Kind Code |
A1 |
JENSEN; Jeffrey Edward |
May 12, 2016 |
FUEL CONTROL STRATEGY FOR LOCOMOTIVE CONSIST
Abstract
A method of controlling the relative amounts of two or more
types of fuel provided to an engine on a locomotive in a train
consist includes receiving a signal at a controller on the
locomotive, with the signal indicative of a current load imposed on
the train consist by a rail car attached to the train consist, and
a current location of the load. The relative amounts of the two or
more types of fuel to be provided to the engine may be determined
based upon the type of engine, the energy density of each type of
fuel, the cost of each type of fuel, the availability of each type
of fuel, the emissions produced by each type of fuel, the location
of the engine in the train consist, and the future predicted loads
imposed at different locations in the train consist as a result of
a rail car attached to the consist and the terrain along the rail
line. The method may also include adjusting the relative amounts of
the two or more types of fuel provided to the engine based upon the
determination.
Inventors: |
JENSEN; Jeffrey Edward;
(Dunlap, IL) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
CATERPILLAR INC. |
Peoria |
IL |
US |
|
|
Assignee: |
CATERPILLAR INC.
Peoria
IL
|
Family ID: |
55911611 |
Appl. No.: |
14/537281 |
Filed: |
November 10, 2014 |
Current U.S.
Class: |
701/19 |
Current CPC
Class: |
Y02T 30/00 20130101;
B61C 17/12 20130101; Y02T 30/10 20130101; B61L 3/006 20130101 |
International
Class: |
B61L 3/00 20060101
B61L003/00 |
Claims
1. A method of controlling the relative amounts of two or more
types of fuel provided to an engine on a locomotive in a train
consist traveling along a rail line, the method comprising:
receiving one or more signals at a controller on one of the
locomotives, with the one or more signals indicative of a current
load imposed on the train consist by a rail car attached to the
train consist, and a current location of the load; determining the
relative amounts of the two or more types of fuel to provide to an
engine operating as a prime mover on the train consist based upon
one or more of factors selected from a group of factors comprising
the type of engine, the energy density of each type of fuel, the
efficiency of using each type of fuel, the emissions generated when
burning each type of fuel, the cost of each type of fuel, the
availability of each type of fuel, the location of the engine in
the train consist, and future predicted loads imposed at different
locations in the train consist as a result of one or more rail cars
attached to the consist and the terrain along the rail line; and
adjusting the relative amounts of the two or more types of fuel
provided to the engine based upon the determination.
2. The method of claim 1, wherein the engine is one of a plurality
of engines, and determining the relative amounts of the two or more
types of fuel to provide to an engine further includes determining
a different ratio of the two or more types of fuel to provide to a
first one of the plurality of engines on a locomotive that is
experiencing a larger load than a ratio of the two or more types of
fuel to provide to a second one of the plurality of engines on a
locomotive that is experiencing a smaller load.
3. The method of claim 1, wherein receiving one or more signals at
a controller on one of the locomotives includes receiving the one
or more signals from a smart rail car when the smart rail car is
attached to the train consist.
4. The method of claim 3, wherein receiving the one or more signals
from a smart rail car includes receiving a signal indicative of the
type of load being carried by the smart rail car.
5. The method of claim 3, wherein receiving the one or more signals
from a smart rail car includes receiving a signal indicative of the
weight and location of the load being carried by the smart rail
car.
6. The method of claim 1, wherein determining the relative amounts
of the two or more types of fuel includes determining the ratio of
diesel fuel to gaseous natural gas fuel.
7. The method of claim 1, wherein determining the relative amounts
of the two or more types of fuel further includes using data from a
predetermined trip plan.
8. The method of claim 1, wherein determining the relative amounts
of the two or more types of fuel further includes using at least
one of input from an operator onboard one of the locomotives, and
input from a dispatch center.
9. The method of claim 2, wherein the first one of the plurality of
engines is located on a locomotive that is traveling uphill.
10. A fuel controller configured to control the relative amounts of
two or more types of fuel provided to an engine on a locomotive in
a train consist traveling along a rail line, the fuel controller
being configured to: receive one or more signals indicative of a
current load imposed on the train consist by a rail car attached to
the train consist, and indicative of a current location of the
load; determine an allocation of the relative amounts of the two or
more types of fuel provided to the engine based at least in part
upon the one or more signals; additionally determine the allocation
of the relative amounts of the two or more types of fuel based at
least in part on one or more factors selected from a group of
factors comprising the type of engine, the energy density of each
type of fuel, the efficiency of using each type of fuel, the
emissions generated when burning each type of fuel, the cost of
each type of fuel, the availability of each type of fuel, the
location of the engine in the train consist, and the future
predicted loads imposed at different locations in the train consist
as a result of the rail cars attached to the consist and the
terrain along the rail line; and adjust the relative amounts of the
two or more types of fuel provided to the engine on the locomotive
in the train consist based upon the determined allocation.
11. The fuel controller of claim 10, wherein the engine is one of a
plurality of engines, and the fuel controller is further configured
to determine an allocation of the relative amounts of the two or
more types of fuel to provide to an engine by determining a
different ratio of the two or more types of fuel to provide to a
first one of the plurality of engines on a locomotive that is
experiencing a larger load than a ratio of the two or more types of
fuel to provide to a second one of the plurality of engines on a
locomotive that is experiencing a smaller load.
12. The fuel controller of claim 10, further configured to receive
the one or more signals from a smart rail car when the smart rail
car is attached to the train consist.
13. The fuel controller of claim 12, further configured to receive
a signal from a smart rail car indicative of the type of load being
carried by the smart rail car.
14. The fuel controller of claim 12, further configured to receive
a signal from a smart rail car indicative of a weight and location
of the load being carried by the smart rail car.
15. The fuel controller of claim 10, further configured to
determine the relative amounts of the two or more types of fuel by
determining the ratio of diesel fuel to gaseous natural gas
fuel.
16. The fuel controller of claim 10, further configured to
determine the relative amounts of the two or more types of fuel
including using data from a predetermined trip plan.
17. The fuel controller of claim 10, further configured to
determine the relative amounts of the two or more types of fuel
including using at least one of input from an operator onboard one
of the locomotives, and input from a dispatch center.
18. The fuel controller of claim 11, wherein the first one of the
plurality of engines is located on a locomotive that is traveling
uphill.
19. A train consist, comprising: one or more locomotives with dual
fuel control strategies, the one or more locomotives including at
least one engine producing a rotational output, an electrical power
generator coupled to the rotational output of the engine and
configured to generate electrical power when being rotated by the
rotational output, and a plurality of electric traction motors
driven by electrical power generated by the electrical power
generator; at least one controller configured to receive one or
more signals, with the one or more signals indicative of a current
load imposed on the train consist by a rail car attached to the
train consist when the train consist is traveling along a rail
line, and a current location of the load, the at least one
controller being further configured to: determine an allocation of
the relative amounts of two or more types of fuel provided to each
of the at least one engine based at least in part upon the one or
more signals; additionally determine the allocation based upon one
or more factors selected from a group of factors comprising the
type of engine, the energy density of each type of fuel, the
efficiency of using each type of fuel, the emissions generated when
burning each type of fuel, the cost of each type of fuel, the
availability of each type of fuel, the location of the at least one
engine in the train consist, and the future predicted loads imposed
at different locations in the train consist as a result of the rail
cars attached to the consist and the terrain along the rail line;
and adjust a ratio of the two or more types of fuel provided to the
at least one engine based upon the determined allocation.
20. The train consist of claim 19, wherein the at least one
controller is configured to receive the one or more signals from a
smart rail car when the smart rail car is attached to the train
consist.
Description
TECHNICAL FIELD
[0001] The present disclosure relates generally to a fuel control
strategy and, more particularly, to a fuel control strategy for a
locomotive consist.
BACKGROUND
[0002] A train consist often includes a lead locomotive and at
least one trailing locomotive. The lead locomotive, although
generally located at the leading end of the consist, can
alternatively be located at any other position along its length. In
some applications a train consist may be 18,000 feet or longer, and
one or more lead locomotives may be located near the front of the
consist for pulling the train, while one or more trailing
locomotives may be located at the rear of the consist for pushing
the train. A lead locomotive may generate operator and/or
autonomous control commands directed to components of the lead and
trailing locomotives. A typical locomotive of a consist will have a
prime mover power source that includes a diesel engine and an
alternator or generator that converts rotational output of the
diesel engine into electrical power. The term "prime mover" is
generally used to refer to the source of power used primarily for
generating a tractive effort used in moving the vehicle. A prime
mover power source may also provide power for parasitic or
auxiliary loads that do not contribute to the tractive effort, such
as air compressors, traction motor blowers, and radiator fans. In
some cases an additional auxiliary power source is included on the
locomotive to provide the power needed for parasitic or auxiliary
loads. Electrical power output by the prime mover power source is
used primarily to drive electric traction motors, which convert the
electrical power back into rotational output that drives the axles
and wheels of the locomotive. A typical locomotive may have two
trucks that support the body of the locomotive, with each truck
including two or three axles, and each axle being driven by one of
the electric traction motors.
[0003] Gaseous fuel powered engines are also common in locomotive
applications. For example, the engines of a locomotive can be
powered by natural gas. A preferred form of natural gas for
transport with locomotives is liquefied natural gas (LNG) because
of its higher energy density. The LNG can be transported in a
tender car, pressurized, and heated into a gaseous state before it
is delivered to a locomotive engine. The compressed natural gas
(CNG) may be injected into the cylinders of the engine and ignited,
such as by a spark or pilot fuel (e.g., diesel fuel). In one
example, CNG is injected using high pressure direct injection
(HPDI), where a high pressure pump pressurizes CNG before it is
warmed to a supercritical gaseous state and then sent to an HPDI
injector.
[0004] A dual fuel engine is an alternative internal combustion
engine designed to run on more than one fuel, for example, natural
gas and diesel, each stored in separate vessels. Such engines are
capable of burning a mixture of the resulting blend of fuels in the
combustion chamber and the fuel injection or spark timing may be
adjusted according to the blend of fuels in the combustion chamber.
For dual fuel operation where one of the fuels is premixed with
air, a reduction in nitrogen oxide (NOx) and particulate matter
(PM) emissions is enabled by combusting a relatively larger
fraction of the premixed fuel. Relative costs and availability of
different fuels are constantly in flux. Proportions of different
fuels may also have an effect on the amount of power that can be
produced as well as the quantity of exhaust pollutants produced by
the engine. There is a need for an improved system and method for
engines operating on more than one fuel so as to optimize fuel
usage while meeting power requirements and emission standards.
[0005] Communication between the lead and trailing locomotives can
involve a hard-wired multi-unit (MU) cable, which carries signals
indicative of a desired power level for the consist. The MU cable
includes several wires that carry signals indicative of different
throttle notch settings (predefined discrete power levels). Most of
these signals are binary indicators that either provide a voltage
or no voltage to the wires. Known methods for controlling a consist
of at least first and second locomotives include providing control
signals from a lead locomotive over the MU cable to command
discrete operating modes for each locomotive in a consist. Such a
method is disclosed in U.S. Pat. No. 7,021,588 that issued to Hess,
Jr. et al. on Apr. 4, 2006 ("the '588 patent"). The method in the
'588 patent comprises receiving a control command and determining a
power operating mode of the first locomotive and a power operating
mode of at least the second locomotive as a function of the control
command and an optimization parameter.
[0006] Although the system of the '588 patent may provide improved
communication and power control between multiple locomotives in a
consist, there is still room for improvement. In particular,
existing train consists may not take full advantage of the
differences in prices and energy densities of various fuels that
may now be used to run the prime mover power sources on the
locomotives.
[0007] The method of the present disclosure solves one or more of
the problems set forth above and/or other problems in the art.
SUMMARY OF THE INVENTION
[0008] In one aspect, the present disclosure is directed to a
method of controlling the relative amounts of two or more types of
fuel provided to an engine on a locomotive in a train consist
traveling along a rail line. The method may include receiving one
or more signals at a controller on one of the locomotives, with the
one or more signals indicative of a current load imposed on the
train consist by a rail car attached to the train consist, and a
current location of the load. The method may also include
determining the relative amounts of the two or more types of fuel
to provide to an engine operating as a prime mover on the train
consist based upon one or more of factors selected from a group of
factors comprising the type of engine, the energy density of each
type of fuel, the efficiency of using each type of fuel, the cost
of each type of fuel, the availability of each type of fuel, the
emissions produced by each type of fuel, the location of the engine
in the train consist, and future predicted loads imposed at
different locations in the train consist as a result of one or more
rail cars attached to the consist and the terrain along the rail
line. The method may still further include adjusting the relative
amounts of the two or more types of fuel provided to the engine
based upon the determination.
[0009] In another aspect, the present disclosure is directed to a
fuel controller configured to control the relative amounts of two
or more types of fuel provided to an engine on a locomotive in a
train consist traveling along a rail line. The fuel controller may
be configured to receive one or more signals indicative of a
current load imposed on the train consist by a rail car attached to
the train consist, and a current location of the load. The fuel
controller may be further configured to determine an allocation of
the relative amounts of the two or more types of fuel provided to
the engine based upon the one or more signals. The fuel controller
may be still further configured to additionally determine the
allocation by one or more factors selected from a group of factors
comprising the type of engine, the energy density of each type of
fuel, the efficiency of using each type of fuel, the emissions
generated when burning each type of fuel, the cost of each type of
fuel, the availability of each type of fuel, the location of the
engine in the train consist, and the future predicted loads imposed
at different locations in the train consist as a result of the rail
cars attached to the consist and the terrain along the rail line.
The fuel controller may also be configured to adjust the relative
amounts of the two or more types of fuel provided to the engine on
the locomotive in the train consist based upon the determined
allocation.
[0010] In a further aspect, the present disclosure is directed to a
train consist including one or more locomotives with multiple fuel
control strategies. The train consist may include a plurality of
locomotives, with one or more of the locomotives including at least
one engine producing a rotational output, an electrical power
generator coupled to the rotational output of the engine and
configured to generate electrical power when being rotated by the
rotational output, and a plurality of electric traction motors
driven by electrical power generated by the electrical power
generator. The one or more locomotives may further include at least
one controller configured to receive one or more signals, with the
one or more signals indicative of a current load imposed on the
train consist by a rail car attached to the train consist when the
train consist is traveling along a rail line, and a current
location of the load. The at least one controller may be further
configured to determine an allocation of the relative amounts of
two or more types of fuel provided to each of the at least one
engine based upon the one or more signals. The at least one
controller may be still further configured to additionally
determine the allocation based upon one or more factors selected
from a group of factors comprising the type of engine, the energy
density of each type of fuel, the efficiency of using each type of
fuel, the emissions generated when burning each type of fuel, the
cost of each type of fuel, the availability of each type of fuel,
the location of the at least one engine in the train consist, and
future predicted loads imposed at different locations in the train
consist as a result of the rail cars attached to the consist and
the terrain along the rail line. The at least one controller may be
configured to adjust a ratio of the two or more types of fuel
provided to the at least one engine based upon the determined
allocation.
BRIEF DESCRIPTION OF THE DRAWINGS
[0011] FIG. 1 is a diagrammatic illustration of a train consist
including prime mover power sources, a smart rail car, and
auxiliary power sources that may include dual fuel or multiple fuel
engines.
[0012] FIG. 2 is a flow chart depicting an exemplary disclosed
method of controlling the relative amounts of two or more types of
fuel provided to an engine on a locomotive of the train consist
shown in FIG. 1.
DETAILED DESCRIPTION
[0013] FIG. 1 illustrates an exemplary train consist 10 having a
lead locomotive 120, a smart rail car 122, and a trailing
locomotive 124. In alternative implementations, a locomotive other
than locomotive 120 may be the lead locomotive of the consist. In
some implementations, additional or fewer locomotives may be
included within the consist. The locomotives shown in FIG. 1,
whether individually or in a consist as shown in FIG. 1, may also
be located at a front end of the train consist, in a middle section
of the train consist, or at the end or trailing portion of the
train consist. One of ordinary skill in the art will recognize that
the train consist 10 may have any number of different locomotives
and rail cars arranged in many different possible configurations.
Each locomotive 120, 124 may include one or more power sources. In
the exemplary implementation illustrated in FIG. 1, each locomotive
120, 124 includes a prime mover power source 140, 144,
respectively, and an auxiliary power source 150, 154, respectively.
Prime mover power sources 140, 144 may each include a relatively
large dual fuel engine and an alternator or generator. The prime
mover power source converts the energy derived from a combination
of fuels into electrical power that may then be provided to an
electrical power bus 180. Auxiliary power sources 150, 154 may
similarly each include engines in combination with an alternator or
generator. The auxiliary power sources may include dual fuel
engines that are smaller than the dual fuel engines of the prime
mover power sources, since the auxiliary power sources may provide
power primarily for parasitic loads rather than for tractive
effort. Alternative implementations may include other types of
engines such as gas turbines. References to "dual fuel" engines
throughout this disclosure will be understood to also include
engines that are able to run on more than two different types of
fuel. The alternator included with each prime mover power source
140, 144 and with each auxiliary power source 150, 154 may be
coupled with a rectifier to output DC electrical power to
electrical power bus 180. Alternative implementations may also
include providing AC electrical power to electrical power bus 180.
If alternators coupled to each dual fuel engine output AC
electrical power to electrical power bus 180, additional circuitry
or controls may be required to synchronize each of the alternators,
and the AC power from power bus 180 may require conversion to DC
power through rectification, and then additional conversion at each
traction motor to supply power in a form required by the traction
motors.
[0014] As shown in FIG. 1, and in accordance with various
implementations of this disclosure, each of the prime mover power
sources 140, 144, and the auxiliary power sources 150, 154 may be
electrically coupled in parallel to the electrical power bus 180
that may run through all of the locomotives in the consist, and may
even extend between locomotives 120, 124 at opposite ends of the
train consist 10 and along one or more "smart" rail cars 122
attached to the train consist in between the locomotives 120, 124.
The one or more smart rail cars 122 may also include one or more
controllers 132, memory storage devices 142, and sensors 152. As
explained in more detail below, the one or more controllers 132,
memory storage devices 142, and sensors 152 located on each smart
rail car 122 may provide the smart rail car 122 with the ability to
include and transmit updated data specifically associated with the
rail car that may be used by a controller 130, 134 on a locomotive
120, 124 of the train consist 10 to affect, improve or monitor
operations of the train consist 10. Traction motors 20 mounted on
trucks of each of the locomotives 120, 124, and if desired, in some
implementations even on powered smart rail cars 122, and drivingly
coupled to the axles of each locomotive and smart rail car, may
also be electrically coupled in parallel to the electrical power
bus 180. The provision of mechanical-electrical power sources on
each of the locomotives 120, 124, and in some implementations, on
one or more powered smart rail cars 122, all connected in parallel
to a common electrical power bus 180 that runs through all of the
locomotives 120, 124 and smart rail cars 122 in the train consist
10, may enable power sharing between the locomotives and the smart
rail cars. Electrical power can be provided by one or more power
sources on any one of the locomotives in the consist. Each traction
motor 20 on each of the locomotives and smart rail cars may also be
operated at times in a regenerative braking mode that converts the
traction motor from an electrical load into another source of
electrical power that may be provided to the common electrical
power bus 180. The ability to share power between the locomotives
and smart rail cars using the common electrical power bus 180 may
be particularly useful in the exemplary implementations of the
present disclosure wherein power output by each of the dual fuel
engines throughout the train consist 10 may vary frequently as a
function of changes to the ratios of the different types of fuel
provided to the engines on the locomotives. The ability to control
the power output of a dual fuel engine by varying the ratios of the
different types of fuel being provided to an engine may further
compliment the flexibility provided by sharing electrical power
over the common electrical power bus 180.
[0015] Controllers 130, 134 may be provided on each of locomotives
120, 124, and may be communicatively coupled through a common
control bus 170 extending through all of the locomotives to control
modules on each of the power sources. The one or more controllers
132 provided on one or more smart rail cars 122 also connected to
the train consist 10 may also be communicatively coupled through
the common control bus 170. Each controller 130, 134 on each
locomotive 120, 124, respectively, may include dual fuel controls,
engine operating parameter controls, electrical power output
controls for an associated alternator or generator, electrical
power controls for an associated traction motor, and locomotive
controls. In some implementations, the controller 132 on the one or
more smart rail cars 122 may also include electrical power controls
for associated traction motors on a powered smart rail car. In some
implementations the controllers 130, 134 on locomotives 120, 124
may additionally include exhaust aftertreatment system (ATS)
controls if ATS hardware is included on the associated locomotive.
A lead locomotive of the consist may include a lead controller
communicatively coupled over a multi-unit (MU) cable 160 to
controllers on each of the one or more trailing locomotives, to the
controller 132 on the one or more smart rail cars 122, and/or to
additional consists of locomotives that may be connected in the
train consist 10 in a trailing position and separated from a lead
locomotive consist by additional smart rail cars. Each controller
130, 132, 134 may include one or more processors, or various
combinations of software and hardware, or firmware configured to
execute instructions, such as routines, programs, objects,
components, or data structures that perform particular tasks or
implement particular abstract data types. In various alternative
implementations signals may be transmitted to and from the
controllers over wireless networks, using radio frequency signals,
cellular signals, or combinations of known or still-to-be-developed
communication technologies. Alternatively or in addition, one or
more controllers may also be provided at remote locations such as
at wayside stations or dispatch centers, and may be in
communication with the locomotives over wireless networks.
[0016] Various fuel control protocols implemented by one or more of
the controllers may designate the allocations of multiple fuels
provided to each of the prime mover power sources 140, 144, and/or
to the auxiliary power sources 150, 154, depending on information
received by the controllers. The information received by the
controllers may include information that is acquired from data
sources on or off of the train, such as maps or other databases, or
provided from various sensors located at different positions along
the train, as well as from computer chips, memory devices, or other
sources of stored or acquired data included on one or more of the
rail cars connected to the train. As the costs of sensors have
dropped, and the ability to store and transmit large quantities of
data has increased, the ability to provide real time information
specific to each of the smart rail cars 122 in a consist has also
improved. Each of the rail cars 122 attached to the train consist
10 may be manufactured or retrofitted as a "smart" rail car that is
capable of being plugged into the MU cable 160 or otherwise placed
into communication with a control computer on the train when the
smart rail car is connected to the train. Each smart rail car 122
may include the controller 132, one or more memory devices 142, and
sensors 152 capable of being communicatively coupled to MU cable
160 and common control bus 170. A "smart" rail car refers to the
ability of the rail car to include and transmit updated data
specifically associated with the rail car that may be used by a
controller on a locomotive of the train to affect, improve or
monitor operations of the train. The data provided by each smart
car may be used for functions such as providing more accurate
planning and adjusting of freight schedules for the train, reducing
total operating costs for the train, improving overall fuel
consumption, monitoring maintenance intervals, reducing emissions,
improving longevity of the rail cars, improving safety, and other
functions. A smart rail car may include a freight car, a passenger
car, a fuel tender car, or any other type of rail car connected to
a train. The information provided by a smart rail car when it is
connected to the train may include what type of rail car is being
connected, what product or payload is being carried by the rail
car, the current location of the rail car being connected, future
predicted locations and changes in the load being carried by the
rail car, what percentage of full capacity the rail car is during
all times when the rail car is connected to the train, the
distribution of the load on the rail car, when the last maintenance
was performed on the rail car, the age of the rail car, and other
potentially relevant information.
[0017] Each of the controllers 130, 132, 134 may further include
one or more memories, one or more algorithms, and one or more
computer processors. Each memory may be configured to store
predefined information associated with the locomotive or smart rail
car on which the controller is located, information regarding any
additional locomotives and rail cars connected to the train, as
well as information regarding an upcoming trip profile. For
example, the memory may store information relating but not limited
to temperatures and pressures associated with the engine, fuel
injection timing and pressures, engine speeds, power outputs of the
engine, engine emission levels, fuel usage levels, engine loads,
fuel costs, fuel availability, distances between various points
along a predefined path over which the train will travel, terrain
profile associated with the path, ambient temperature and pressure,
time required to traverse the distance, and location of one or more
fuel stations along the predefined path, or the like. Furthermore,
the memory may be configured to store actual sensed/detected
information from the above-mentioned sensors. Data acquired during
previous trips of the train may also be stored in order to allow
the processor to learn from and continuously improve trip
performance parameters and costs. The one or more algorithms may
facilitate the processing of signals from the above-mentioned
sensors.
[0018] The one or more processors may include a microprocessor, a
programmable logic controller, a logic module, etc. When dual fuel
engines are being used, each processor in combination with one or
more algorithms may be used to perform various computational
operations relating to determination of an allocation of a
plurality of types of fuels to be delivered to each cylinder of
each engine acting as the prime mover on a locomotive. For example,
if an engine on a locomotive is a dual fuel engine utilizing diesel
and natural gas, then the allocation of the plurality of fuels
would be the ratio of diesel to natural gas to be delivered to each
cylinder. Each of the plurality of fuels may be drawn from a
separate source on the locomotive or from a separate tender car
connected directly to the locomotive or otherwise included in the
train.
[0019] The one or more processors may be configured to determine
the allocation of the fuels provided to each engine cylinder based
on a plurality of parameters. In some implementations, the one or
more processors may determine allocations of the plurality of fuels
based on outputs from various sensors taken by themselves or in
combination with information provided to the processors from each
of the "smart" rail cars connected to the train consist. As
discussed above, the smart rail cars may be provided with
capabilities that include identifying to the locomotives on a train
exactly what type of car the rail car is, what load the rail car is
carrying, what percentage of full capacity the rail car is when
connected to the train, future predicted loads and locations of the
rail car, the age of the rail car, the maintenance performed on the
rail car, information relating to electronic communication and
control capabilities of the car, and other relevant information. In
certain implementations, a processor may determine a ratio of the
types of fuel to be burned by an engine based at least in part on
output from location sensors. Location sensors may include global
positioning system (GPS) sensors, radio frequency identification
devices (RFID), and other location calculating systems that may
include one or more of speedometers, tachometers, and timers.
Additionally or alternatively, the processor may utilize
information from location devices in conjunction with the
information from sensors 152 such as load cells on each of the
smart rail cars 122, and other relevant information provided by the
smart rail cars 122 to determine the ratios of fuels. One or more
processors may also use information stored in memories or provided
by remote sources of information such as a dispatch center,
including freight schedules, current and future train locations,
the total number and types of rail cars already connected or to be
added to the train, terrain information, weather conditions, and
desired trip plans. Trip plans may be predetermined based upon
desired fuel consumption and emission levels along the path over
which the train will be traveling, and may be constantly updated
based upon predicted and unforeseen changes that may occur as the
train travels along the path. In some implementations, trip plans
may also be at least partially determined by regulations specifying
parameters such as emission levels allowed in certain regions,
speed limits, noise levels, and other considerations. The
processors may output control signals to a fuel delivery system so
as to deliver the desired ratios of a plurality of fuels to the
cylinders of the engines based on the determined fuel ratios.
[0020] The fuel ratios may be determined at least in part based on
the actual loads that will be imposed on the train at different
locations along the train. These loads may be a function of the
total weight of a particular rail car, the percent loaded and
distribution of the load on the rail car, rolling friction of the
rail car, drag resistance on the rail car caused by wind, the
location of a loaded rail car relative to the terrain over which
the car is traveling, and the condition of the track over which the
car is traveling. In one exemplary implementation, a loaded rail
car at a rear end of a train may be imposing very little additional
load on the train when that portion of the train is traveling
downhill. Information provided by each of the smart rail cars
including the instantaneous weight of the rail car, its location in
the train, and its location relative to the terrain over which the
train is traveling may allow a processor to determine how much
power is needed from the prime mover engines in various locomotives
of the train. In-train forces (sometimes also referred to as
drawbar pull), or the mechanical loads on the train couplings
caused by factors such as differences in the terrain and the weight
of rail cars at different positions along the train may also be
taken into consideration. In a situation where heavily loaded rail
cars are located toward a rear end of a long train, and that rear
end portion of the train is traveling uphill, while a front end
portion of the train is traveling downhill, more power may be
needed from engines located on the locomotives at the rear end of
the train in order to provide additional pushing force up the hill.
This may help to avoid increasing tension loads on the rail car
couplings beyond a threshold level. A dual fuel engine burning
diesel fuel and compressed natural gas (CNG) may produce more power
when it is provided with a higher ratio of diesel fuel to CNG.
Therefore, a processor may determine the allocation of the various
types of fuel to different engines along the train based upon real
time power needs at a particular location along the length of the
train consist, location relative to the terrain along the rail
line, desired emission levels, availability of the different types
of fuel, and other factors. The processor may also attempt to
maintain a plurality of actual values associated with usage of the
plurality of fuels to less than or equal to predefined
corresponding threshold values. In one exemplary implementation, an
actual cost associated with usage of the plurality of fuels may be
maintained to less than or equal to a predefined threshold cost. In
another implementation, an actual emission level associated with
usage of the plurality of fuels may be maintained to less than or
equal to a predefined threshold emission level. In yet another
implementation, an actual quantity of a particular type of fuel
available on the train at any particular point in time may be taken
into consideration.
[0021] The parameters discussed herein may dynamically vary as a
function of time and location of the train. Freight schedules may
change, trip plans or profiles may change, the terrain over which
the train is traveling may change, weather conditions may change,
and the loads imposed by different rail cars at different locations
along the train may change as the rail cars are added to the train,
removed from the train, filled, or unloaded. Hence, the one or more
processors may determine the allocations of various types of fuels
and the ratios of the types of fuels as a function of time and a
corresponding location of the engine to which the fuels are being
provided. The frequency of sensing and/or retrieving the various
parameters and determining the fuel ratios may vary depending on
the type of application. In certain implementations, one or more
processors may also output data to and receive data from a user
interface in order to allow for operator inputs and monitoring,
both on the train and from remote locations such as a dispatch
center. A fuel delivery system may be controlled based on the
determined fuel ratios.
[0022] The electrical power provided to power bus 180 by a dual
fuel engine in combination with an alternator on one of the
locomotives in the consist may provide all the power that is needed
during designated periods of time to operate traction motors 20 on
any of locomotives 120, 124, and smart rail cars 122, and to
provide power to any parasitic loads such as traction motor fans,
onboard air conditioning, air compressors, or other non-tractive
loads. These low power demand periods of time may occur, for
example, when the train is traveling down a steep grade, and each
of the traction motors 20 is in a regenerative braking mode. Energy
management protocols initiated by one or more of the controllers
130, 132, 134 may enable the selective operation of one or more
dual fuel engines on any or all of the locomotives in a consist.
The energy management protocols may also be provided with the
additional flexibility in accordance with various implementations
of this disclosure to vary the ratios of the types of fuels
provided to each of the dual fuel engines on any particular
locomotive consist, as well as varying the ratios of the types of
fuels provided to engines on locomotives that are located in
completely different locomotive consists at other locations along
the train. Various operational situations may occur where any
particular locomotive in one or more locomotive consists at any
location along the train consist 10 may be able to obtain an extra
boost of power from electrical power bus 180 even though the power
sources on the particular locomotive are also operational. A
locomotive with a temporarily malfunctioning power source may also
be able to continue to meet auxiliary and/or tractive power needs
by drawing power from electrical power bus 180. The fuel ratios
provided to other engines on other locomotives that are functioning
normally may be varied in order to generate the extra power that
may be needed when an engine is malfunctioning. The power sharing
arrangement in accordance with various implementations of this
disclosure may also allow for all power sources on some of the
locomotives to be turned completely off during periods of time when
both tractive and auxiliary power demands on each locomotive are
being met by power obtained from the common electrical power bus
180.
[0023] In some implementations of this disclosure the electrical
power provided to electrical power bus 180 by one or more of the
power sources on the consist may be controlled to maintain a
certain minimum voltage on the electrical power bus at all times.
As one non-limiting example, a minimum voltage falling
approximately within the range from 600 volts to 1200 volts may be
maintained on electrical power bus 180 at all times. One or more of
controllers 130, 132, 134 may be configured to receive input data
and provide command control signals for operating the fuel ratios
provided to any of the dual fuel power sources on any of the
locomotives in the consist to maintain this minimum voltage on
electrical power bus 180. Input may be provided to the controllers
from operators onboard the locomotives, or from other command
control centers, dispatch centers, or wayside stations. Additional
signals received by the controllers may include signals indicative
of operating parameters for each traction motor 20, operating
parameters and power generating capacities of each alternator or
generator, duty cycles for each alternator or generator, track
profile information including track grade, curvature, elevation,
tunnels, speed limits, road crossings, and switchyards, power
available on electrical power bus 180, trip plan information, and
actual power utilization rates on each locomotive for both tractive
effort and other parasitic or auxiliary loads.
[0024] The controllers may be configured to process the information
received from various sensors and other inputs providing the data
discussed above and maintain the minimum voltage on electrical
power bus 180 by controlling the fuel ratios provided to one or
more power sources as needed. Maintenance of a minimum voltage on
electrical power bus 180 at all times may provide a benefit in that
ancillary power on any of the locomotives for air compressors,
traction motor blowers, radiator fans, and other parasitic loads is
available from electrical power bus 180 at all times. Furthermore,
maintenance of at least a minimum voltage on electrical power bus
180 may help to reduce power losses over the power bus by allowing
for a lower current through the bus. Because of the relationships
between power (P), voltage (V), current (I), and resistance (R), in
a power bus with a resistance R, where V=IR, P=IV, and accordingly
P=I.sup.2R, the power loss over the power bus may be referred to as
an I.sup.2R loss. A higher potential or voltage (V) in a power bus
having a substantially constant resistance (R) may result in
substantially the same amount of electrical power (P) transferred
through the bus at a lower current (I). A lower current translates
into lower power losses, and may also enable the use of an
electrical cable with a smaller cross sectional area, which may
further reduce costs by cutting down on the amount of copper needed
to produce electrical power bus 180.
[0025] One or more controllers on any of the locomotives and/or
smart rail cars may also be configured to transfer excess
electrical energy from electrical power bus 180 to various energy
storage devices. One or more of the locomotives in the consist may
include an energy storage device, which may include electrical
storage batteries, capacitors, flywheels, accumulators, or other
mechanisms for storing energy. There may be times when it is
desirable to change the fuel ratios provided to one or more dual
fuel engines at different locations along the train consist in
order to increase the amount of power being produced at those
locations, and use at least some of that extra power to further
charge the energy storage devices.
[0026] The alternators or generators included with each dual
fuel-electric power source may be, for example, alternating current
(AC) induction generators, permanent-magnet generators, AC
synchronous generators, or switched-reluctance generators. In one
implementation, each alternator or generator may include multiple
pairings of poles, each pairing having three phases arranged on a
circumference of a stator to produce an alternating current with a
frequency of about 50-60 Hz. Electrical power produced by each
alternator may be rectified to convert the power to DC power, and
the DC electrical power may be supplied to electrical power bus
180.
[0027] DC traction motors 20 may be generally operable to receive
DC power from electrical power bus 180 that may be pulse width
modulated by DC chopper circuits. A DC chopper circuit may include
a high speed switch such as an insulated gate bipolar transistor
(IGBT) and/or a thyristor, and a free-wheeling diode. The
free-wheeling diode may help to eliminate any sudden voltage spikes
that may occur across an inductive load such as may be present in
traction motor 20 when supply voltage to traction motor 20 is
suddenly reduced or removed. AC traction motors may be used in
alternative implementations where the DC power from electrical
power bus 180 is converted for use by the AC traction motors using
inverters. Traction motors 20 may additionally be operable to
receive mechanical power from the wheels and axles they are
mechanically coupled to and use the mechanical power to generate
electrical power in a regenerative braking mode, if desired.
[0028] As traction motors 20 on each locomotive 120, 124, smart
rail cars 122, and any auxiliary loads on the locomotives draw more
or less electrical power from electrical power bus 180, the voltage
of the electrical power bus may fall or rise proportionally. A
controller associated with a locomotive may include a power source
control module and associated throttle position sensors and voltage
or current sensors. A lead controller on a lead locomotive, or any
of the controllers on any of the lead or trailing locomotives may
be configured to affect an output of each dual fuel engine and
alternator on each locomotive in response to a detected change in
electrical characteristics of electrical power bus 180. As traction
motors 20 on any one of the locomotives in the consist draw more
power from electrical power bus 180 and the corresponding voltage
of the power bus begins to drop below a minimum threshold, any one
or more of the controllers may be configured to receive signals
from a power bus electrical characteristics sensor indicative of
these changes in voltage or current. Upon making a determination
that the available voltage has dropped below a minimum desired
voltage on electrical power bus 180, one or more controllers may be
configured to transmit control signals to any of the power sources
on any of the locomotives in the consist. The control signals may
be provided to fuel delivery systems on the locomotives in order to
control the fuel ratios of the two or more types of fuel provided
to the engines, thereby controlling the amount of power produced by
those engines.
[0029] The tasks performed by one or more of controllers 130, 132,
134 may also be performed by remote processing devices that are
linked through a communications network. In a distributed computing
environment, program modules may be located in both local and
remote computer storage media including memory storage devices.
These local and remote computing environments may be contained
entirely within the locomotive, or adjacent locomotives in a
consist, or off-board in wayside or dispatch centers where wireless
communication may be used. This method and system may be applicable
to sharing power and communicating data between any of the linked
locomotives 120, 124.
[0030] As shown in FIG. 1, controllers 130, 132, 134 may be
interconnected by a dedicated serial bus such as the control bus
170. The control bus 170 may be separate from, or incorporated into
a typical communication link between the locomotives such as a
standard 27 pin, multi-unit (MU) cable 160. In some
implementations, control of electrical power being shared between
locomotives of the consist through electrical power bus 180 may
require a more secure protocol than other data being transferred
over MU cable 160. Alternatively or in addition, it may be desired
for other reasons to keep control signals related to the transfer
of electrical power along electrical power bus 180 separate from
the other multiplex control signals being transferred over MU cable
160.
[0031] Each control computer may be further configured to receive
other information or data relevant to the instantaneous operating
performance of each locomotive in the consist, such as current fuel
levels of each of the types of fuel for each locomotive, ambient
conditions at each locomotive, wear levels of various components on
each locomotive, and track conditions being experienced by each
particular locomotive. One or more controllers may be still further
configured to include a system that may provide information on
upcoming conditions such as track conditions and grade over the
next 50 miles. Such a system may acquire data from GPS receivers
and/or maps of the upcoming areas, and provide additional
information to a control computer that may be used in determining
specific energy management protocols for controlling the fuel
ratios provided to various power sources on each of the
locomotives.
[0032] The controllers may be configured to control the prime mover
power sources and the auxiliary power sources of each locomotive
120, 124, and other operating parameters based on input from a
vehicle operator or other command control center as well as input
received from various sensors. Information may be received from a
plurality of engine sensors, fuel level sensors, electrical power
output sensors, voltage sensors, current sensors, and/or exhaust
aftertreatment (ATS) sensors, and each control computer may be
configured to send control signals to a plurality of fuel control
actuators, engine actuators, electrical power actuators or controls
such as automatic voltage regulators associated with the
alternators, traction motor controllers, and/or ATS actuators on
each locomotive. As one example, engine sensors and/or ATS sensors
may include exhaust gas sensors located in, or coupled with one or
more exhaust manifolds for each of one or more engines provided
with each locomotive, exhaust temperature sensors located upstream
and/or downstream of various emission control devices, and intake
regulated emissions level sensors. Various other sensors such as
particulate sensors for a diesel particulate filter (DPF),
additional pressure, temperature, flow, air/fuel ratio, and
alternate regulated emissions sensors may be coupled to various
locations on or in the one or more engines provided with each
locomotive. As another example, fuel control actuators, engine
actuators and/or ATS actuators may include fuel injectors,
hydrocarbon (HC) dosing injectors, reductant injectors used in
conjunction with a selective catalytic reduction (SCR) process to
reduce NOx levels, and throttle or notch controls. Other actuators
for controlling mechanical and electrical components or flows, such
as a variety of additional valves, voltage regulators, contactor or
electrical relay actuators, and current regulators may be coupled
to various locations in each of one or more engines, alternators,
the electrical power bus, and traction motors associated with each
of the locomotives.
[0033] One or more controllers may be further configured to store
data and information about each of the power sources on each of the
locomotives in a memory device to assist communication with other
controllers located onboard the consist. A control computer may
also be configured to use this data and information to assist in a
determination of which power sources on the consist may be best
utilized at any particular time for meeting demands imposed by the
addition or removal of rail cars, the terrain over which the train
is traveling, the relative quantities of each type of fuel, changes
to freight schedules, and other dynamically changing operational
parameters. The control computer may also take into consideration a
goal to maintain a desired minimum voltage on the electrical power
bus. One or more controllers may also store data and information on
the electrical power output characteristics of the various
alternators or generators, and electrical power consumption
characteristics of traction motors 20, and maintain this
information in continually updated logs of the performance
characteristics of the various electric drive components on each
locomotive.
[0034] Input devices may be located onboard a lead locomotive of
the consist, and may include any component or components configured
to transmit signals to one or more components of the consist. In
some implementations, an input device may include components that
an operator can manipulate to indicate whether the operator desires
propulsion of the consist by traction motors 20 and, if so, in what
direction and with how much power the operator desires traction
motors 20 to propel the consist. For example, an input device may
include an operator input device with which an operator may
indicate a desired consist performance to be received by a lead
control computer. In an alternative implementation, an input device
may be a computer-based system that may allow the consist to
operate automatically without requiring an operator. One or more of
the controllers may include circuitry and/or algorithms that enable
the one or more controllers to receive and process information in
real time from all locomotives, operator inputs, sensors,
databases, look-up tables, and/or maps. The controllers may also be
configured to determine from this information exactly what power
outputs should be requested at any particular time from each of the
power sources on each of the locomotives in the consist. Goals may
include optimization of fuel efficiency for the entire consist,
reduction of emissions, re-allocation of load requirements,
equalization of fuel consumption, or precise control of the
electrical power outputs of each locomotive as a function of
operating parameters, constraints, and objectives. The ability to
share power between locomotives may significantly increase the
flexibility of the entire system in meeting power demands while
improving performance and achieving other desired operating
goals.
[0035] To facilitate effective control of the supply of electricity
from electrical power bus 180 to traction motors 20 on each
locomotive, one or more of controllers 130, 132, 134 may be
configured to monitor various aspects of engine operation,
generator operation, traction motor operation, and/or transmission
of electricity within the system. For example, the controllers may
monitor engine speed, engine fueling, and/or engine load for their
respective engines. Likewise, the controllers may be configured to
monitor the voltage, current, frequency, and/or phase of
electricity generated by their respective alternators and conveyed
over electrical power bus 180. Additionally, the controllers may be
configured to monitor the electricity supplied to and/or consumed
by traction motors 20, a torque output of traction motors 20, wheel
or axle rotational speeds, individual wheel slippage, and/or total
tractive forces of each locomotive. The controllers may also employ
sensors and/or other suitable mechanisms to monitor the operating
parameters. For example, one or more controllers may monitor an
actual performance of the consist with one or more sensors, where
the actual performance of the consist may include total electrical
power consumed by all traction motors 20 during a particular time
period or travel distance.
[0036] In situations where fewer than all of the locomotives in the
consist are required to meet desired performance characteristics,
one or more controllers may be configured to automatically improve
fuel efficiency for the consist by transmitting a command to one or
more other controllers, instructing the associated one or more
locomotives to essentially take itself electrically offline as a
result of the command received from a lead control computer. A
trailing locomotive may no longer respond to throttle or power
commands from a lead control computer, and may instead receive
start-up and shut-down commands from an Automatic Engine Start-Stop
(AESS) system on the trailing locomotive. In various non-limiting
implementations, the AESS system may monitor conditions on the
trailing locomotive such as the electrical charge in batteries, air
pressure in brake line reservoirs, and engine temperatures. Based
on these monitored local conditions, the AESS system may start-up
and shut-down the trailing locomotive completely independently from
any command received from a lead computer, as independently
determined by the AESS system to maintain desired local conditions
on the locomotive. The transfer of electrical power over common
electrical power bus 180, which is maintained at or above a set
minimum voltage may also enable a locomotive that is electrically
offline to continue to draw all of the auxiliary power it may need
from electrical power bus 180.
[0037] One or more controllers 130, 132, 134 may be further
configured to receive inputs from various engine sensors,
electrical sensors, ATS sensors, and locomotive sensors, process
the data, and trigger the engine actuators, generator electrical
power control actuators, traction motor actuators, ATS actuators,
and locomotive actuators in response to the processed input data.
The one or more controllers may be configured to take these actions
based on instructions, look-up tables, one or more maps, or
programmed code or algorithms corresponding to one or more
routines. For example, a control computer may be configured to
determine a locomotive trip plan including locomotive power outputs
and brake settings, engine operating parameters, and the precise
levels of electrical power output expected from each generator on
each locomotive based on the locomotive operating conditions and
current environmental conditions for each locomotive.
[0038] In one example, a control computer may be configured to
determine a trip plan including precise electrical power output
requirements for each locomotive based on the current voltage
and/or current in electrical power bus 180, individual engine
operating conditions, generator electrical power output
capabilities, traction motor electrical power requirements, age of
the equipment, and operator preferences. Individual locomotives
and/or one or more consists of locomotives in a train may be
operated in accordance with particular power duty cycles that
specify the time spent at each power level or range of total power
outputs as a fraction of total time of operation. In various
implementations, for example where the dual fuel engines of prime
mover power sources 140, 144, and auxiliary power sources 150, 154
are most efficient and achieve best possible brake specific fuel
consumption at or near full power, a control computer may provide
commands for electrical power output from each of the power sources
that will result in the engines on each locomotive operating close
to full power for as large a portion of total operating time of
each engine as possible. Based on possible differences between the
trip plan's time in a particular power duty cycle and a reference
duty cycle (such as an EPA duty cycle), one or more controllers may
reconfigure the trip plan. For example, based on the differences, a
particular control computer may be configured to readjust
parameters set during trip planning. These parameters may include
electrical power output requirements for each alternator,
electrical power consumption or draw by each traction motor 20,
fuel injection settings for each engine, ignition timing, and other
engine operating parameters and exhaust aftertreatment parameters.
In one example, as an actual duty cycle for one or more of the
locomotives starts deviating from a reference duty cycle, thereby
possibly leading to increased exhaust emissions or reduced fuel
efficiency, a control computer may provide instructions to readjust
electrical power output requirements for one or more locomotives
for a trip plan that imposes fuel economy and exhaust emissions as
constraints. Any one or more of the controllers may be configured
to customize a trip plan. The trip plan may be modified during a
particular trip based on network data and/or non-network data
received from one or more of a smart rail car that has just been
connected to the train, an operator, remote dispatch center,
onboard sensors including engine operating sensors, electrical
sensors, and locomotive sensors, and wayside sensors including hot
box detectors, impact detectors, and hot wheel detectors.
[0039] In various alternative implementations, operator input may
include a total wattage power output goal, a fuel efficiency goal,
an emissions level goal, a tractive power goal, or a performance
goal for each of the locomotives or for the consist as a whole. Any
one or more of the controllers may be configured to determine the
electrical power output desired from each of the power sources on
each of the locomotives at any particular time, or over any
particular period of time, in order to improve fuel efficiency for
the entire consist, reduce emissions, re-allocate load
requirements, or otherwise vary the power outputs of each
locomotive as a function of operating parameters, constraints, and
objectives. This determination may be made by calculating from one
or more algorithms, or by reference to a look-up table, one or more
maps, or other data obtained over a network or stored in
memory.
[0040] FIG. 2 illustrates an exemplary implementation of a method
200 that may be performed by a dual fuel control system included
with the consist shown in FIG. 1. FIG. 2 will be discussed in more
detail in the following section to further illustrate the disclosed
concepts.
INDUSTRIAL APPLICABILITY
[0041] The disclosed fuel controller may enable operation of dual
fuel engines provided on locomotives throughout the consist in ways
that may reduce overall operating costs, improve overall fuel
economy, reduce emissions, increase engine life, reduce noise, and
efficiently and effectively meet a wide range of power demands and
tractive efforts called upon under a wide variety of loading
conditions experienced by the consist. The fuel controller in
accordance with various implementations of this disclosure may
receive information from smart rail cars that are attached to the
consist. The fuel controller may use this information in real time
to adjust fuel ratios of the two or more types of fuel provided to
certain engines on the consist. Changes to the fuel ratios provided
to the engines may result in changes to the power outputs of the
engines, in addition to also affecting levels of emissions produced
and other operational parameters. These changes to the outputs of
the engines may be desired for any number of reasons. The fuel
controller may determine the allocation of the various types of
fuel to different engines along the train based upon freight
schedules for the train, real time power needs at a particular
location along the train, desired emission levels, availability of
the different types of fuel, and other factors. The transfer of
electrical power from one power generating locomotive to another in
the consist along a common electrical power bus running through all
of the locomotives may also provide additional flexibility in the
operation of the various power sources that would not be available
when simply transferring control signals between the locomotives.
The disclosed fuel control system and power distribution system may
be applicable to any number of vehicles and/or different types of
vehicles having electrical power drive in various arrangements. For
example, the consist could include additional or fewer locomotives,
passenger cars, freight cars, tanker cars, or other rail or
non-rail vehicles having electrical power drive.
[0042] At step 202 in the method 200 of FIG. 2, any one or more of
the controllers on a locomotive in a train consist traveling along
a rail line may receive one or more signals indicative of a load
imposed on the train consist by a rail car attached to the train
consist, and a current location of the load along the length of the
train consist. The signals may be received from so-called "smart"
rail cars. The smart rail cars may be equipped to provide
information regarding the location of the rail car, the type of
rail car being connected to the train, the type of product being
carried by the rail car, what percentage of full load the rail car
is currently at or is planned to be at a later time, maintenance
information on the rail car, the rolling resistance of the rail
car, and other relevant information
[0043] At step 204, any one or more of the controllers may
determine an allocation of the relative amounts of two or more
types of fuel that will be provided to an engine based upon the one
or more signals indicative of a load imposed on the train consist
by a rail car attached to the train consist, and a current location
of the load. Smart rail cars may be equipped to store and transmit
information regarding the type of rail car, the current and planned
products or payload being carried by the rail car, what percentage
of full capacity the rail car is at when it is connected to the
train consist, information regarding the maintenance that has been
performed on the rail car, the rail car's rolling resistance, and
other potentially relevant data.
[0044] At step 206, any one or more of the controllers may
additionally determine the allocation of the relative amounts of
the two or more types of fuel by one or more factors selected from
a group of factors comprising the type of engine, the energy
density of each type of fuel, the efficiency of using each type of
fuel, the emissions generated when burning each type of fuel, the
cost of each type of fuel, the availability of each type of fuel,
the location of the engine in the train consist, and the future
predicted loads imposed at different locations in the train consist
as a result of the rail cars attached to the consist and the
terrain along the rail line.
[0045] At step 208, any one or more of the controllers may adjust
the relative amounts of the two or more types of fuel provided to
the engine on the locomotive in the train consist based upon the
determined allocation. Various known methods for varying the ratios
of the different types of fuels being provided to the engine by
fuel delivery systems may be employed. The result of varying the
ratios of different types of fuels provided to the engines may
include changes in the power output of the engine, changes in the
emissions produced by the engine, and changes in the total
efficiency of the engine. The changes to the ratios of the
different types of fuels may be responsive to many of the
performance goals for the train consist. Performance goals may be
based on a variety of factors including, but not limited to,
reduction in total operating costs, timeliness in meeting freight
schedules, improved overall fuel efficiency for the consist,
reduced emissions, improved engine life, reduced noise, increased
power, reduced drawbar pull, increased traction, or any combination
of these and other operational parameters.
[0046] It will be apparent to those skilled in the art that various
modifications and variations can be made to the disclosed fuel
control system. Other implementation will be apparent to those
skilled in the art from consideration of the specification and
practice of the disclosed methods. It is intended that the
specification and examples be considered as exemplary only, with a
true scope being indicated by the following claims and their
equivalents.
* * * * *