Patent Application
20100170414
The field of this invention is the application of multiple engines to run a machine, and more specifically the application of multiple engines to run a diesel-electric locomotive.
Diesel-electric locomotives traditionally employ a high power diesel internal combustion engine to rotate an electric generator, which in turn provides electric power to drive the locomotive's traction motors and to power other components. In a line haul locomotive, the need for accelerating and pulling many hundreds of tons of rolling stock and cargo up to high speeds with the traction motors requires a large amount of power. The diesel engine in a line haul locomotive often has a rated power output exceeding 4,000 brake horsepower (bhp).
Large diesel engines perform well in terms of emissions and fuel efficiency at or near the rated power output. But the duty cycle typically experienced by a line haul locomotive also requires the engine to idle for long periods of time or maintain low train speeds, which results in the diesel engine running at a power output much lower than its rated output, in addition to running at high power output when accelerating a large train of cargo. The large diesel engine is relatively less effective in terms of emissions and fuel efficiency at low power outputs. Considering this range of required power outputs—from running at or near the rated power while accelerating a train, to running at low power during idle—the large diesel engine is a compromise, delivering its best performance at high power outputs.
Recently several locomotive manufacturers in the U.S. have begun to commercialize new locomotives which are powered by multiple diesel engines. For instance, multi-engine “gen set” switcher locomotives developed by several competing manufacturers are being tested by railroads. These locomotives are called “gen set” locomotives because each engine and respective electric generator are mounted together on a separate frame as an independent power pack—similar to a generator set used in backup power or remote power applications—which is then individually mounted to the locomotive deck. The multi-engine “gen set” locomotives have been built with 2-4 separate, identical power packs. Having multiple engines allows the operation of just a single engine during idling and low power output. The relatively small, single engine operated during low power output can operate more efficiently than a very large diesel engine at that same power output. A low power output will be a much higher percentage of the rated power of a small engine than it would be for a very large engine, and efficiency is generally a function of the percentage of rated power output. When the locomotive requires high power output, all of the engines can be operated simultaneously to produce maximum power. Thus, with the application of multiple engines, it is possible to reach a new compromise for locomotive propulsion where power can be provided almost as effectively, in terms of emissions and fuel efficiency, at low power output as at high power output.
While these multi-engine “gen-set” locomotives are proving advantageous in many ways compared to traditional single engine locomotives, there are certain trade-offs. For example, the overall power density of the multi-engine “gen-set” locomotives is lower than an equivalent single engine locomotive. To date, the power density penalty has limited the application of the multi-engine idea to relatively low power locomotives like switchers or road switchers. Unless the power density can be improved, a high power multi-engine locomotive would likely be undesirably long.
In addition, at high power output, running three or four small engines in a multi-engine locomotive is not as efficient as running a single engine locomotive. So there is an efficiency penalty at high power outputs. A line haul locomotive typically runs at full power output more often than a switcher locomotive. For this additional reason, the multi-engine concept has been applied to date only to switcher locomotives.
This patent application describes a multi-engine locomotive configuration and operating method which minimizes these trade-offs, enabling an effective multi-engine configuration for a large locomotive like a line haul locomotive.
A novel locomotive power configuration will comprise a large diesel engine and a small diesel engine. In contrast, multi-engine “gen-set” locomotives under development today have identically sized engines. Each engine will drive a separate traction electrical generator. The two traction electrical generators will produce electric power which is fed to the traction motors associated with the locomotive drive axles. Each engine may also drive separate companion electrical generators. The two companion electrical generators will produce electric power which can be used to power accessory loads like an air compressor, traction motor blowers, fuel pumps, and traction electrical generator excitation.
In locomotive operating conditions requiring low power output such as idle, dynamic braking, or propulsion in notches 1 and 2, only the small diesel engine will operate. The small diesel engine will be more efficient at handling low power loads than would the large diesel engine. In operating conditions requiring higher power output such as propulsion in notches 3 to 7, only the large diesel engine will operate. In operating conditions requiring the highest power output such as propulsion in notch 8, both the small and the large diesel engines will operate simultaneously to achieve a high combined power output.
An operating strategy and method ensures that the large and small engines operate effectively together. For instance, when only the small or the large engine is operating, the other of the small or the large engine can be kept warm and ready to operate with little delay by preheating and prelubing the engine. Still, it will require an amount of time before an engine can be started and provide the commanded power output. When the locomotive operator commands an increase or reduction in power output that will result in one of the engines starting or turning off, a unique power management strategy manages the power delivered by the two engines during this transition period. At notch 2, for example, the small engine will still have some remaining available power output that is unused. When the operator moves to notch 3, the large engine starts, but will not be ready to deliver significant power immediately. Before the large engine is available to contribute its scheduled share of the power, the small engine will increase to rated power, or higher if possible, to temporarily deliver as much immediate power as possible. After the large engine starts and gradually begins to contribute power, the small engine can be gradually reduced to low power output. This power management strategy helps ensure a smooth delivery of power to the propulsion system.
The following is a detailed description of exemplary embodiments of the invention. The exemplary embodiments described herein and illustrated in the drawing figures are intended to teach the principles of the invention, enabling those of ordinary skill in this art to make and use the invention in many different environments and for many different applications. The exemplary embodiments should not be considered as a limiting description of the scope of patent protection. The scope of patent protection shall be defined by the appended claims, and is intended to be broader than the specific exemplary embodiments described herein.
Large engine system 200 includes an engine 210 which may be a relatively large internal combustion diesel engine, such as a sixteen cylinder engine with a rated power output of around 3,600 bhp. Engine 210 drives a traction electrical generator 220. Traction electrical generator 220 may comprise an electrical alternator outputting DC electrical power. Engine 210 also drives a companion (auxiliary) electrical generator which may also comprise an electrical alternator outputting DC electrical power. Large engine system 200 includes typical components and accessories for running the engine 210 and the traction electrical generator 220, including, but not limited to, a fuel injection system, an air cleaning and turbocharging system, a jacket water cooling system and separate circuit aftercooler cooling system, an air starter and an electrical starter, an alternator excitation system, etc.
Small engine system 300 includes an engine 310 which may be a relatively small internal combustion diesel engine, such as a six cylinder engine with a rated power output of approximately 700 bhp. Engine 310 likewise drives a fraction electrical generator 320, which may be an alternator with a DC electrical output, and a companion electrical generator which may be an alternator with a DC electrical output. Small engine system 300 also includes typical components and accessories for running the engine 310 and the traction electrical generator 320, including, but not limited to, a fuel injection system, an air cleaning and turbocharging system, a jacket water cooling system and air-to-air aftercooler cooling system, an air starter and an electrical starter, an alternator excitation system, etc.
As seen in
The two engines 210, 310 are each diesel internal combustion engines, as are commonly employed on locomotives today. However, it is possible that one or both of the engines 210, 310 could be another type of internal combustion engine such as a gasoline or natural gas engine, or possibly a gas turbine engine, and still be configured according to the principles of this invention.
As illustrated in
The electrical power output from the traction electrical generators 220, 320 may be combined on a common electrical bus which is in turn electrically connected to the locomotive's traction motors. The bus could be an AC bus or a DC bus, and likewise the fraction motors could be AC traction motors or DC traction motors. Switch gear could be positioned between the bus and the traction motors, as is known in the locomotive field.
When either engine system 200 or 300 is inoperative, a lube oil pre-lubrication system may operate to continuously or from time to time lube the engine in preparation for starting. An engine warmer may also operate to heat the lube oil, the jacket cooling fluid, or both in preparation for starting. This will allow engine starts with minimal delays, and minimize the wear from starts. Alternatively, either engine 210, 310 could be scheduled to start on a periodic basis to lube and warm the engine (even when the engine is not needed to produce power for propulsion), or either engine could be started by the locomotive control system in response to detecting a low engine temperature or other factor.
Still, if an operator commands a change in power output that requires the starting or stopping of either the large engine system 200 or the small engine system 300, there will be a time lag before the desired response can be achieved. For example, if the locomotive is in notch two and the operator moves to notch three, the schedule illustrated in
When either the small engine system 300 or the large engine system 200 is turned off because it is no longer needed according to the power output scheduling of the locomotive control system, the control system could maintain the respective engine running until it has cooled down to an appropriate temperature. For example, if the locomotive is in notch eight and the operator moves to notch seven, the schedule illustrated in
One advantage of this system will be fuel economy and emissions. The small engine system 300 can be adapted to work efficiently and exhaust minimal harmful emissions for the locomotive's low power operating conditions. The large engine system 200 can be adapted to work efficiently and exhaust minimal harmful emissions for the locomotive's high power operating conditions.
Another advantage will be maintenance scheduling. The maintenance on the large engine 210 is in general more expensive than maintenance on the small engine 310. Because the small engine 310 will absorb a significant amount of the duty cycle time (how much depends on how the locomotive is used), the large engine 210 runs less frequently, and will require less maintenance, allowing more time between scheduled maintenance events and overhauls. In general, this should contribute to increasing the operational availability of the locomotive 100, and reduce the amount of expensive maintenance service work and repair parts needed for engine 210.
The foregoing principles of a dual engine architecture and control strategy for a machine may find industrial applicability in running industrial equipment or mobile equipment such as a locomotive.
This application claims priority to U.S. provisional patent application No. 61/140,074 filed Dec. 23, 2008.
| Number | Date | Country | |
|---|---|---|---|
| 61140074 | Dec 2008 | US |
