Abstract: A diesel-electric locomotive has two separate engine systems, including a large engine system and a small engine system. The power output from the separate engine systems may be combined to power the locomotive's traction motors. When the locomotive requires low power output for propulsion, only the small engine system is used to power the traction motors. When the locomotive requires higher power output, only the large engine system is used to power the traction motors. When the locomotive requires maximum power output, the small and the large engine system may both be used and their power output combined to power the traction motors. Also, a unique control strategy maintains a smooth delivery of power to the traction motors in the event that one engine shuts down or starts as a result of a change in the commanded power output of the locomotive.

Abstract: An electric drive system includes a fuel-driven engine (202) driving an electrical power generator (204) that provides power to one or more electric drive motors (210). A method of load management in the electric drive system includes receiving an actual fuel signal, an engine speed (920) signal, a throttle position signal, a motor speed (712) signal, an intake air pressure, a barometric pressure signal, and an intake air temperature signal. These values are used to determine a torque limit. The torque limit is used to limit a torque command to the electric drive motors (210) such that the torque command is consistent with the operating capabilities of the engine (202).

Abstract: A method of propelling a mobile machine is disclosed. The mobile machine may have a plurality of DC traction motors, including a first DC traction motor and a second DC traction motor. The method may include driving a first traction device with the first DC traction motor, the first DC traction motor including a first field coil and a first armature electrically connected in series. The method may also include driving a second DC traction device with the second DC traction motor electrically connected in series with the first DC traction motor, the second DC traction motor including a second field coil and a second armature electrically connected in series. Additionally, the method may include, in response to slippage of the first traction device, bypassing at least a portion of electric current flowing through the first field coil around the first armature. The method may also include directing at least a portion of the bypassed electric current through the second field coil and the second armature.

Abstract: An electric drive system includes a fuel-driven engine (202) driving an electrical power generator (204) that provides power to one or more electric drive motors (210). A method of load management in the electric drive system includes receiving an actual fuel signal, an engine speed (920) signal, a throttle position signal, a motor speed (712) signal, an intake air pressure, a barometric pressure signal, and an intake air temperature signal. These values are used to determine a torque limit. The torque limit is used to limit a torque command to the electric drive motors (210) such that the torque command is consistent with the operating capabilities of the engine (202).

Abstract: An electric drive system includes a fuel-driven engine (202) driving an electrical power generator (204) that provides power to one or more electric drive motors (210). A method of load management in the electric drive system includes receiving an actual fuel signal, an engine speed (920) signal, a throttle position signal, a motor speed (712) signal, an intake air pressure, a barometric pressure signal, and an intake air temperature signal. These values are used to determine a torque limit. The torque limit is used to limit a torque command to the electric drive motors (210) such that the torque command is consistent with the operating capabilities of the engine (202).

Abstract: A diesel-electric locomotive has two separate engine systems, including a large engine system and a small engine system. The power output from the separate engine systems may be combined to power the locomotive's traction motors. When the locomotive requires low power output for propulsion, only the small engine system is used to power the traction motors. When the locomotive requires higher power output, only the large engine system is used to power the traction motors. When the locomotive requires maximum power output, the small and the large engine system may both be used and their power output combined to power the traction motors. Also, a unique control strategy maintains a smooth delivery of power to the traction motors in the event that one engine shuts down or starts as a result of a change in the commanded power output of the locomotive.

Abstract: A method of propelling a mobile machine is disclosed. The mobile machine may have a plurality of DC traction motors, including a first DC traction motor and a second DC traction motor. The method may include driving a first traction device with the first DC traction motor, the first DC traction motor including a first field coil and a first armature electrically connected in series. The method may also include driving a second DC traction device with the second DC traction motor electrically connected in series with the first DC traction motor, the second DC traction motor including a second field coil and a second armature electrically connected in series. Additionally, the method may include, in response to slippage of the first traction device, bypassing at least a portion of electric current flowing through the first field coil around the first armature. The method may also include directing at least a portion of the bypassed electric current through the second field coil and the second armature.

Abstract: An electric drive system includes a fuel-driven engine (202) driving an electrical power generator (204) that provides power to one or more electric drive motors (210). A method of load management in the electric drive system includes receiving an actual fuel signal, an engine speed (920) signal, a throttle position signal, a motor speed (712) signal, an intake air pressure, a barometric pressure signal, and an intake air temperature signal. These values are used to determine a torque limit. The torque limit is used to limit a torque command to the electric drive motors (210) such that the torque command is consistent with the operating capabilities of the engine (202).

Abstract: In one embodiment, the present invention is a method for governing the speed of a device that involves generating a command signal based on a desired change in acceleration, the inertia of the device, and a load associated with the device. The command signal is output to actuating means for changing the acceleration of the device. A speed sensor provides a signal indicative of the speed of the device such as an engine, a movable machine, or a movable component of a machine. An error signal based on the difference between the actual speed of the device and the desired speed of the device is calculated. The desired change in acceleration is computed based on the error signal and a gain factor that is proportional to a desired response time of the control system. The desired change in acceleration is multiplied by an inertial gain factor that is derived from a previous command signal and the change in the speed of the device that resulted from a previous command signal.

Abstract: An electronically controlled device, such as a fuel injector, includes a first solenoid and a second solenoid attached to the injector body. An electrical circuit is attached to the injector body, and includes a positive terminal and a negative terminal connected to the first solenoid and the second solenoid. The electrical circuit permits energization of one of the first solenoid and the second solenoid when electrical current flows in either direction between the first terminal and the second terminal. However, the electrical circuit permits energization of the other of the first solenoid and the second solenoid only when current flows in a single direction between the first terminal and the second terminal.

Abstract: In a turbo compounded air and fuel supply system for a gaseous fuel engine, separate turbochargers are utilized to compress the air and gaseous fuel. A first turbocharger has a first turbine connected to an exhaust line from the engine and a first compressor having an inlet open to a source of air. A compressed air supply line has one end connected to the outlet from the first compressor and its other end connected to an engine air inlet. A gaseous fuel supply line has one end connected to a source of low pressure gaseous fuel. A second turbocharger has a second turbine connected to the exhaust line from the engine and has a second compressor with an inlet connected to the gaseous fuel supply line. A high pressure gaseous fuel supply line has one end connected to the outlet of the second compressor and its other end connected to an engine fuel inlet. A computer controlled wastegate valve in the exhaust line allows a portion of the exhaust to be bypassed around the second turbine.

Abstract: A system for automatically controlling lubricating fluid flow in an internal combustion engine having an engine bearing lubricating system, an intake oiling system and a pair of lubricating fluid reservoirs for carrying separate lubricating fluid for delivery to the engine bearing and intake oiling systems is provided. In response to the fluid level in one of the reservoirs being delivered to the intake oil system being at a predetermined low level, the controller swaps reservoirs and delivers fluid flow from the other reservoir to the intake oiling system. The controller commands filling of the low level reservoir prior to delivery of lubricating fluid from this reservoir to the engine bearing lubricating system. The system eliminates the need for lubricating fluid changes.

Abstract: Machine assemblies often include driving and driven members such an engine associated with a driven load. These members typically include rotatable shafts (16, 18) interconnected by a flexible coupling element (20). System torsionals in such a machine often cause the shafts (16, 18) to be out of phase with one another. When this occurs, excessive energy is transferred to the coupling element (20). The subject apparatus (22) includes a device (24) for detecting and measuring rotational phase differences between driving and driven rotatable shafts (16, 18). The measured phase differences are compared with a reference phase difference level and an error signal is produced in response to the measured phase difference exceeding the reference level.

Abstract: An apparatus for controlling dynamic braking in a vehicle having at least one drive motor of the type having an armature and a field. The motor is adapted to function as an alternator during dynamic braking for dissipating power through a resistor grid. The vehicle includes a field current controller for regulating the level of dynamic braking by controlling the current level through the motor field. A brake level selector is provided for producing a desired braking level signal. A field current sensor senses the current level in the motor field and produces an actual field current signal. A grid current sensor senses the level of current flowing through the resistor grid and produces an actual grid current signal. A controller receives the desired brake level signal, the actual field current signal, and the actual grid current signal. The controller produces a first desired field current signal and a desired grid current signal in response to the desired brake level signal.

Abstract: In the subject invention an electronic control unit is used to control the air/fuel ratio in an engine combustion chamber in response to sensed engine parameters. More particularly, a magneto interface produces an ignition signal which is delivered to a spark plug. The spark plug is disposed essentially in the center of a combustion chamber, and it ignites an air/fuel mixture in the chamber in response to the ignition signal. A sensor such as an ion probe, for example, is further disposed in the combustion chamber longitudinally from the spark plug. The sensor produces an ionization signal in response to a flame front propagating past the sensor. A buffer circuit receives the ignition and ionization signals and produces a combustion signal in response to a time difference between the reception of these signals. The electronic control unit receives the combustion signal and calculates a combustion signal air/fuel ratio in response to the combustion signal.

Abstract: Synchronous wheel slip control is desirable in a locomotive having wheels driven by at least one traction motor which receives power from an engine driven generator. Wheel slip control in known systems involves increased cost and complexity resulting from sensors required to determine an actual locomotive speed. In the subject invention a microprocessor under software control is used to detect and control synchronous wheel slip. Generator current and voltage are measured and used in an empirical relationship to calculate an actual locomotive speed. A first-order-lag of the actual locomotive speed is calculated and compared to the calculated locomotive speed. If the compared values differ by more than a preselected reference a synchronous slip condition exists and the generator power is reduced by a preselected magnitude. The generator power is incrementally reduced until the synchronous slip condition is no longer detected.

Abstract: A digital processor implemented electronic governor for engine-generator units including a first control loop for producing a speed error and controlling fuel delivery setting as a function thereof and a second control loop for detecting rack error and producing a field excitation current control signal as a function thereof. Power dips and overruns are voided by modifying rack error as a function of engine acceleration. Means are provided for developing speed errors and rack control signals despite a breakdown in the rack position indicator. Open loop lower power setting controls are provided. Wheel-slip control, power limiting and variable acceleration functions are provided.