Fuel efficient control of multiple unit locomotive consists

• US 4,602,335 A
• Filed: 08/10/1983
• Issued: 07/22/1986
• Est. Priority Date: 08/10/1983
• Status: Expired due to Fees

• Current Assignee: Kansas City Southern Railway Company (Canadian Pacific Railway Limited)
• Original Assignee: KC Southern Railway Company
• Inventors: Perlmutter, Leonard
• Primary Examiner(s): NOT, DEFINED
• Application Number:
  US06/521,915
• Time in Patent Office: 1,077 Days
• Field of Search: 364/424, 364/426, 364/442, 105/61
• US Class Current: 701/20
• CPC Class Codes: B60L 15/22 with sequential operation of interdependent switches, e.g. relays, contactors, programme drum
• CPC Class Codes: B60L 15/36 with automatic control superimposed, e.g. to prevent excessive motor current
• CPC Class Codes: B60L 2200/26 Rail vehicles
• CPC Class Codes: B61C 17/12 Control gear; Arrangements for controlling locomotives from remote points in the train or when operating in multiple units control from points outside the train B61L3/00; fluid-actuated telemotors, servomotors F15B; control devices in general G05
• CPC Class Codes: B61K 11/00 Serving peculiar to locomotives, e.g. filling with, or emptying of, water, sand, or the like at the depots lifting or lowering axles or wheels B61K5/00; filling stations for steam or pneumatic accumulator locomotives B61C8/00; water or fuel supply fittings on locomotives B61C17/02; refuelling locomotives with solid fuels B65G67/18; washing or cleaning boilers F28G
• CPC Class Codes: Y02T 10/72 Electric energy management in electromobility
• CPC Class Codes: Y02T 30/00 Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

Abstract

An electronic fuel conserving control system for multiple unit locomotive consists. The control system varies the throttle settings of the individual locomotive units among full power, half power and minimal power settings to operate the consist in a fuel efficient manner while maintaining the desired speed. Special features include automatic dropping of the locomotive to full power reduction when the air brakes have been applied for 30 seconds, a 90 second manual override period which is initiated when the dynamic brake is released after having been applied for 30 seconds, dip switch selection of the number of units available for dynamic brake loading, a power reduction button for quickly reducing power, minimum and maximum speed limit switches which establish a speed range in which the control system operates the train, and a solid state control circuit for controlling the governor solenoids of the locomotives in the fuel save mode of operation.

Claims

1. In a fuel conserving control apparatus for a multiple unit locomotive consist having air brakes for slowing the consist when applied and a plurality of locomotives controlled by the apparatus in a manner to maintain at least one locomotive at a minimal output power level while at least one other locomotive operates at a higher power level to provide motive power for propelling the consist at the desired speed, the improvement comprising:

means for sensing application of the air brakes; and

means for reducing to the minimal power level locomotives which are operating at a power level higher than the minimal power level at the time of application of the air brakes.

2. The improvement of claim 1, wherein said reducing means reduces locomotives to the minimal power level sequentially with a time delay between the power reduction of successive locomotives.

3. The improvement of claim 2, including power reduction means for selectively decreasing the length of the time delay between the power reduction of successive locomotives.

4. The improvement of claim 1, including means for effecting a predetermined time delay between application of the air brakes and initiation of the reduction of the power level of the locomotives.

5. The improvement of claim 4, wherein said reducing means reduces locomotives to the minimal power level sequentially beginning at the end of said time delay and with a time gap between the power reduction of successive locomotives.

6. In a fuel conserving control apparatus for a multiple unit locomotive consist having air brakes for slowing the consist when applied and a plurality of locomotives with throttle circuits adjusted by the apparatus to different conditions for achieving the desired output power level in a fuel efficient manner, the improvement comprising:

means for sensing application of the air brakes; and

means for adjusting the throttle circuits in a manner to reduce to a minimal power level locomotives which are operating at a power level higher than the minimal level at the time of application of the air brakes.

7. The improvement of claim 6, including means for effecting a predetermined time delay between application of the air brakes and initiation of the reduction of the power level of the locomotives, said adjusting means reducing the power level of the locomotives at the end of said time delay if the application of the air brakes continues throughout the period of the time delay.

8. Fuel conserving control apparatus for a multiple unit locomotive consist headed by a lead locomotive and having air brakes for slowing the consist when applied and a plurality of trail locomotives having throttle circuits normally controlled by the setting of the lead locomotive throttle to normally maintain the locomotives at the same power output level, said apparatus comprising:

means for setting a selected speed at which the consist is to travel;

means for sensing the actual speed of travel of the consist;

means for automatically adjusting the throttle circuits of the trail locomotives to incrementally increase or incrementally decrease the power output levels of the trail locomotives in sequence until the actual speed of the consist substantially conforms with the selected speed thereof;

means for sensing application of the air brakes; and

means responsive to the application of the air brakes for overriding said adjusting means in a manner to adjust the throttle circuits of the trail locomotives to effect a minimal output power condition of each trail locomotive operating at a power level higher than the minimal level at the time of application of the air brakes.

9. Apparatus as set forth in claim 8, including means for effecting a predetermmined time delay between application of the air brakes and initiation of the reduction of the power level of the locomotives.

10. Apparatus as set forth in claim 9, wherein said means for overriding reduces the locomotives to the minimal output power condition sequentially beginning at the end of said time delay and with a time gap between the power reduction of successive locomotives.

11. Apparatus as set forth in claim 10, including power reduction means for selectively decreasing the length of the time gap between the power reduction of successive locomotives.

12. Apparatus as set forth in claim 8, including means for establishing a predetermined range of speeds within which the consist is to operate and means for confining the setting of the selected speed to said predetermined range.

13. In a fuel conserving control apparatus for a multiple unit locomotive consist having a lead locomotive, a plurality of trail locomotives, and throttle circuits for the locomotives all normally having the same condition as the throttle circuit of the lead locomotive to operate all locomotives at substantially the same power level in a manual mode of operation, the improvement comprising:

means for setting a set speed at which it is desired for the consist to operate;

means for sensing the actual speed of the consist;

means for operating the consist in a fuel save mode of operation in which the throttle circuits of the trail locomotives are adjusted automatically to sequentially increase or decrease the power levels of the locomotives in discrete increments to effect substantial conformity of the actual speed with the set speed;

means for establishing minimum and maximum speeds of the consist; and

means for confining the set speed to the range between said minimum and maximum speeds.

14. The improvement of claim 13, wherein said establising means includes adjustable switch means for selectively effecting a charge in the minimum and maximum speeds, said switch means being inaccessible to unauthorized personnel.

15. The improvement of claim 13, including means for disabling the fuel save mode of operation and effecting the manual mode of operation of the consist when the actual speed of the consist falls below said minimum speed.

16. The improvement of claim 13, wherein the consist has a dynamic brake for slowing the consist when applied, and including:

means for sensing application of the dynamic brake for a preselected time period; and

means for disabling the fuel save mode of operation and effecting the manual mode of operation for a predetermined override period following release of the dynamic brake when the dynamic brake has been applied for said preselected time period.

17. The improvement of claim 16, wherein the consist has air brakes for slowing the consist when applied, and including:

means for detecting application of the air brakes;

means for effecting a predetermined time delay following application of the air brakes; and

means operable after elapse of said time delay to adjust the throttle circuits of the trail locomotives in a manner to reduce the trail locomotives to minimal power levels.

18. In a fuel conserving control apparatus for a multiple unit locomotive consist having lead and trail locomotives, a dynamic brake for slowing the consist when applied, throttle control circuits for the locomotives all normally having the same condition as the throttle circuit of the lead locomotive to operate all locomotives at substantially the same power level in a manual mode of operation, and fuel saver means for automatically controlling the throttle circuits in a manner to substantially achieve a desired speed of travel of the consist with the throttle circuits of the locomotives in fuel efficient conditions thereof in a fuel save mode of operation, the improvement comprising:

means for sensing application of the dynamic brake;

means for sensing elapse of a preselected time following application of the dynamic brake; and

means for disabling the fuel save mode of operation and effecting the manual mode of operation for a predetermined override period following release of the dynamic brake if the dynamic brake is applied throughout said preselected time.

19. The improvement of claim 18, including:

switch means for selecting the number of locomotives available to receive dynamic brake loading; and

means for preventing dynamic brake loading of more then the selected number of locomotives.

20. The improvement of claim 19, including:

a dynamic brake circuit for each locomotive for applying dynamic brake loading thereto;

means for sensing the presence of a malfunction in each dynamic brake circuit; and

means for preventing locomotives having a dynamic brake circuit malfunction from being selected among the number available to receive dynamic brake loading.

21. In a fuel conserving control apparatus for applying power reduction signals to a diesel electric locomotive engine having a plurality of governor solenoids energized and deenergized in predetermined patterns to effect a plurality of different throttle conditions including a minimal power condition in which all solenoids are deenergized, the combination of:

a circuit for each solenoid leading thereto and receiving control signals for energizing the solenoid in a normal operating mode of the locomotive engine;

transistor means for each circuit maintaining same in a completed state in the normal operating mode when a control signal is applied to the circuitry, thereby energizing each solenoid having a control signal applied to its circuit in the normal operating mode; and

means for selectively applying a power reduction signal to said transistor means in a fuel save operating mode of the locomotive engine, said power reduction signal overriding the control signals and influencing said transistor means in a manner to effect interruption of each circuit to deenergize all solenoids, thereby effecting the minimal power throttle condition in response to application of the power reduction signal.

22. The combination of claim 21, wherein the locomotive engine has a half power throttle condition in which the governor solenoids are energized and deenergized in a selected pattern, and including means for selectively applying a second power reduction signal to said transistor means in the fuel save operating mode, said second power reduction signal influencing said transistor means in a manner to effect interruption and completion of the circuits in a combination to effect said selected pattern of energization and deenergization of the solenoids.

23. The combination of claim 21, including:

a verification circuit for providing a verification signal when all solenoids are deenergized in response to application of the power reduction signal;

second transistor means associated with said verification circuit, said second transistor means having a first condition when all solenoids are deenergized in response to application of the power reduction signal and a second condition when at least one solenoid is energized following application of the power reduction signal; and

means for applying the verification signal to said verification circuit in the first condition of said second transistor means and for cancelling the verification signal in the second condition of said second transistor means.

24. A method of operating a multiple unit locomotive consist having a plurality of locomotives normally operative at the same power level and air brakes for slowing the consist when applied, said method comprising the steps of:

selecting a set speed at which it is desired to operate the consist;

sensing the actual speed of the consist;

adjusting the power levels of the individual locomotives sequentially in discrete increments in a manner to achieve substantial conformity between the actual speed and the set speed with the consist operating in a fuel efficient manner;

sensing application of the air brakes;

delaying for a preselected time period following application of the air brakes; and

then dropping the locomotives sequentially to a minimal power level when the air brakes have been applied for said preselected time period.