Note: Descriptions are shown in the official language in which they were submitted.
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i~ay over support system !or locomotivaa (or loco~otivs pith
layover ssspport systotn)
Locomotive engines in North America use pure water as cooling
media mainly for environmental reasons.
This exposes the system to frost hazard.
To mitigate the risk of freeze up most locomotives have a dump
valve so designed that it opens up if the water temperature comes
close to the freeainq point.
The water is then dumped on the track and the locomotive is
rendered unserviceable until such time a tank car or tank truck
can replenish the water.
To avoid delays and cost locomotives are idled around the clock
in colder weather. This causes engine wear, excessive fuel
consumption and emissions of exhaust and noise.
Every day/night thousands of locomotives are laid over with
running engines.
The herein explained invention allows for lay over with the main
engine shut down without risk of freeze up.
.3WSts have shown that emissions o.f NOX
CO and C02 can be reduced by g59~ when using the invention.
Additionally, considerable savings have been realized in fuel &
lube oil and engine wear when the system hag been employed.
The vast difference in fuel consumption and emissions between a
16 K9o engine and a 3000 Kw is what makes the invention useful.
General Description
(The expression "coolant" refers to antifreeze mixed water as
used in the auxiliary engine and the expression "water" refers to
the non-antifreeze treated water used for cooling the main engine
and compressor and lubrication system.)
The Layover Support System (LSS) offers additional important
savings and improvements to the operation also in the warm
season.
The cost of locomotives upgrading or repair become lower. A.s the
L99 system delivers AC power cheaper and more reliable motors of
brush less type can be used_ At present only 74 Volt DC power is
available onboard North American standard locomotives. The LSS
system includes such lower cost component as AC powered air
compressor to make up for air losses in the train system. Other
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reason why locomotive presently idle when stopped are AC powered
space heaters, refrigerators and water coolers. All these
components improve the operation and previously called for a
running main engine.
In the L95 system is a 74 VDC generator. Its sole purpose is to
keep up the locomotive's battery bank to facilitate start of the
main engine even after long layover periods with much use of
battery power for headlight etc.
The improvements in fuel economy and eco-emission are so
important that EPA, US Environmental Protection Agency, is
prepared to consider emission credits for locomotives equipped
with an Ls9.
A small, compared with the main engine's 2000-3000 KW, a 16 Fc9V
diesel generator is used as prime power with its subsystem for
fluid transfer, heating, control, alarm and information. The
layover support system (LSS) maintains the temperature and
battery charge in the entire locomotive system.
The auxiliary engine is coolant cooled via a coolant to water
heat exchanger, when the main engine is shut down, the heat
exchanger cools the coolant and heats the water.
The coolant is circulated through the auxiliary engine and the
heat exchanger by mean of an internal coolant pump in the
auxiliary engine.
The water is circulated from the main engine ant its subsystems
to the heat exchanger by means of an external pump powered
electrically or mechanically by the auxiliary engine.
In the water loop is also an exhaust to water heat exchanger.
The advantages using water rather than coolant is that in winter
the heat transfer is more efficient due to higher differential
temperatures and in summer no additional bypass or drain system
for the exhaust heat exchanger i9 needed as the large roof
radiators can take care of this heat load.
A tank with temperature controlled immersion heaters is in the
water loop_ The purpose of this heater tank is to provide more
heat to the main engine system in low ambient conditions by
direct electric heating and also by increased output of waste h
eat from the auxiliary engine. As the auxiliary engine has a load
compensating fuel injection system the combustion rate will
increase to meet the demand for power and with it the waste heat.
An external lubrication oil transfer pump driven by the auxiliary
engine electrically or mechanically transfers the main engine's
lubrication oil from the main engine's oil sump to an Immersion
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heater equipped heater tank and back to the oil galleries in the
main engine thus providing warm lubrication oil and pre-
pressurized lubrication prior to start of the main engine thus
reducing load on the starter and battery system as well as wear
of main engine components.
To enable the auxiliary engine to run for long periods of time
without maintenance, it is equipped with an external oil pump
filter and storage tank for lubrication oil and a metered
injection nozzle feeding a small continuous flow of lubrication
oil into the auxiliary engine oil sump. A sump drain line
installed at correct level in the Sump automatically controls the
oil level in the sump by letting excess oil return to the storage
tank. The storage tank is an integral part of the frame for the
auxiliary engine's suspension to reduce space claim for the
package and increase oil-cooling capacity.
A small make up air compressor and a pressure sensor belong to
the LSS system. The compressor is powered mechanically or
electrically by the auxiliary engine and runs only to compensate
for air leaks when the main engine is shut off.
A simple, non-inverted air conditioner in the LSS system powered
by AC power from the auxiliary engine s generator allows for
shutting down the main engine in summer while still running the
air conditioner.
The air. conditioner can be mounted anywhere on the locomotive,
usually on the roof above the cab.
A thermostatically electric fuel heater heats fuel for both
engines. Each engine uses a common fuel tank.
The main parts of the LSS system; auxiliary engine, generator,
exhaust heat exchanger, 74 VnC generator, 12 VDC generator and
battery for start of the auxiliary engine, heater tanks and
transfer pumps and central controls are mounted in a cassette
with quick connectors for the liquids and conduits are mounted in
a cassette package which allows for quick change out and
reinstallation.
The auxiliary engine mechanically drives a 74 VDC alternator. It
charges the locomotive's batteries when the main engine is shut
down and can also act as a "limp home" generator if the main
engine's 74 vDC generator malfunctions during travel.
The L8S has three control systems.
1. A manual stop/start system with automatic shut down of the
auxiliary engine in case of low lobe oil pressure yr hot
coolant only.
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2. An operator Controlled auto start/stop system, which
overrides any temperature demands controls except for high
coolant and low oil shut down. This system is used for
providing power to air conditioner and other ancillary
equipment during the warmer seasons.
3. A water temperature controlled system for start up in
combination with a time delay shut down system for the main
engine.
This system shuts down the main engine after (usually) 30 minutes
of idling.
The system then goes into a watch mode where it starts up the LS3
heating and fluid transfer on falling water temperature in the
main engine. The trigger point is set higher than the trigger
temperature for the dump valve.
The auto system is microprocessor controlled and takes its
signals from a temperature sensor in the main engine's water
system. It is programaned so that it only uses as much electric
heat as needed due to ambient conditions in order to avoid wide
temperature swings with related stops and starts of the auxiliary
engine and increased fuel consumption and wear of the auxiliary
engine.
~Phen the LSS is in watch mode it is connected to two information/
alarm systems.
One system is an audible visible alarm, which goes on if the
water temperature goes down close to the dump systems triggering
temperature. This alarm can be heard and seen by yard personnel
who can take action before the water is dumped or freezing
occurs. It also acts as an extra security against failing dump
valves. Alarms are battery powered in case the reason for alarm
is the auxiliary engine failing.
A second alarm information system is wireless~the transmitter
being on the locomotive~the receiver being in the railroad's
operating center and/or a pager with the maintenance personnel.
The wireless system is limited to a logging dator in the
operating center and the logs can be used for future emission
credits when these become available from EPA.
For sunaner operation the cab air conditioner included in the L98
system_ The air conditioner is programmed so that it shuts down
when the main engine is shut down after 30 minutes idling or 30
minutes after the main engine was shut down by the operator if it
is not idling.
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The operator can cancel this air conditioning shut down by
pushing an override button every 30 minutes if he is on board and
needs air conditioning.
Thie feature is also useful in general repair and maintenance
work on board the locomotive when air conditioning is needed or
when the air conditioner itself is maintained or repaired.
At present stage of technology the main engine has to run for the
air conditioning to work and the noise from the main engine
disturbs trouble shooting of the air conditioner, verbal
communication, and causes extra heat and vibrations, which are
stress factors for personnel.
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Picture A
General layout or Lss system equipped locomotive where
1 = Locomotive ~O'l
2 = locomotive'\s main engine
3 - Main engine's water pump
4 - Main engine's roof mounted radiator
= Main engine 74 vDC generator
6 = Locomotive's 74 VDC battery bank
7 -- Locomotive's dump valve
8 = Locomotive's ~ LSS'a fuel tank
9 - Locomotive's lubrication oil sump tank
~ Water temperature sensor for LSs deployment installed
in main engine's water system linked to central control
11 - Locomotive's air compressor
12 - Pressure sensor for LSS air compressor deployment
installed in locomotive's air system
13 - Water transfer pump powered mechanically or
electrically by the L38 engine
14 - Coolant to water heat exchanger
l5 = Exhaust to water heat exchanger
16 - Water heater with electric immersion heaters and
thermostats powered electrically by the LSS system
17 - Oil transfer pump drawing from the locomotive's sump
tank to
18 - Oil heater with immersion heaters and thermostat
powered by the L38 system
19 - Auxiliary air compressor with check valve feed into
locomotive's system. Powered mechanically from the
auxiliary engine by means of pressure or electric clutch or
electrically rrom the LS3 power generator.
- Auxiliary engine with interval coolant pump, coolant
make up tank interval tube system and fuel system
21 - Power generator 60 HZ AC connected to the auxiliary
engine 20
22 $ 74 VDC alternator charging the locomotive's 74 VDC
battery bank powered by auxiliary engine 20
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23 ~ 74 VDC regulator - set below locomotive engine's
trigger level to avoid hunting when both systems run
24 ~ 12 VDC alternator charging the auxiliary engine and
alarm/information system battery. Belt driven by the
auxiliary engine 20
25 - Power distribution & protection center controlled by
central controller
26 ~ Central controller for forced shut down of main engine
and cycled deployment of auxiliary engine and automatic
cycling safety shut downs, warm up and cool down controls
and control of alarm and information system
27 - Automatic oil level maintenance system for auxiliary
engine with
28 ~ Storage tank
29 ~ Filter
30 - Metering infection block
31 - Oil pump
32 - Thermostat in fuel system
33 - Fuel heater powered by power generator
34 - Audible ~ visual alarm
35 - Wireless transmitter on roof for alarm and information
36 ~ Pager receiver for yard personnel
37 - Central national receiver and computer log for
claiming emission credits
38 s Air conditioner powered by L38 power generator
39 = Space heater powered by LSS power generator
40 - Cab remote control for LSS
41 - AC blower powered by the LS3
$2 - Refrigerator/water cooler powered by LS8
43 = Shore power auto transfer assembly
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Picture B
~Pater & Coviant System
2 ~ Locomotive's main engine
3 - Main engine water pump
4 = Main engine radiator roof mounted
7 = Main engine dump valve triggering below 40F, above 32f
dumping engine's water
= water temperature sensor triggers Ls8 system on/otf
13 - ~0ater traneter pump draws water from "cold leg" in
main engine system. Dumps in main engine's hot end.
44 ~ Locomotive's Water system "cold leg" return from
radiator
14 ~ Coolant to water heat exchanger heats water, cools
auxiliary engine's coolant system
45 - Coolant make up tank
46 - Auxiliary engine's coolant pump
47 - DPater flow - direction
48 - Coolant rlow direction
= Exhaust to water heat exchanger in auxiliary engine's
exhaust system
16 - Water heater with electric immersion heaters
49 - Water thermostat controlling immersion heaters
50 - Return line to main engine
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Picture C
Lubrication Oil Heating system
2 - Locomotive engine
51 ~ Main engine oil sump
- Locomotives sump tank
52 - suction line from sump tank
17 = Oil transfer pump powered mechanically or electrically
by the Ls8 engine or power generator
18 ~ Oil heater tank with immersion elements
53 = oil thermostat controlling immersion elements
54 - Check valve prevents back flow if main engine runs and
auxiliary system is off
55 - Discharge line into main engines oil galleries
56 - Direction of flow when LSS system runs
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Picture E & F
Metering Block 30 Details
63 ~ Flow direction from oil pump approx. 0,5 liter/min
64 ~ Block with 3 bores A-B-C
65 - Inlet Hore A connected to oil pump
66 - Pressure control ball
6? - Spring
68 - Pressure adjustment waaher(s)
69 - Adaptor connects to return line to storage tank 28
70 ~ flow dir~ction of excess oil from sump + relieved oil
from valve
71 - Direction of excess oil drain flow moved by gravity to
storage tank
60 - Correct oil level in Sump lines up with hole in block
for adapter
72 - Adapter fastens block to engine by means of threaded
hole in engine
73 - Oil injector tube
74 - Direction of make up flow into engine. Flow rate 1
liter/hr by balance between relief ball's spring load and
backpressure caused by flow restriction in oil injector
tube.
Picture E & F
Automatic Oil Level Maintenance System for Auxiliary Engine
20 - Auxiliary engine's block
59 - Auxiliary engine s oil sump
30 - Metering block
60 - Correct oil level in sump
28 - Storage tank
29 - Filter
30 - Metering block
31 ~~ oil pump driven by LSS mechanically or electrically
61 = Direction of pressurized oil
62 - Return line for of excess used oil plus dumped oil
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Picture G
Power electrice
21 - Power generator with voltage regulator
75 = Timer initiated by central controller for warm up and
cool down allowance for engine controls main relay
76 - Main relay
77 ~ Set of circuit breaker & relays for water heaters
controlled by thermostat 10 in water system
78 - Circuit breaker & relays for oil heater controlled by
thermostat in main engine oil system
79 ~ Circuit breaker & relay for air condition controlled
by central controller 26
80 ~ Circuit breaker & relay for air compressor 19
controlled by pressure sensor 12
B1 - Circuit breaker ~ relay for. 120 volt "Hotel" system of
appliances and lights controlled from cab powered by
operator
B?. = Circuit breaker & Relay for 240 Volt "Hotel" system
83 - volt meter, frequency meter, Amp meter
38 - Air conditioner
41 - "Hotel~ system, refrigerator etc.
42 - "Hotel" system, water cooler etc.
16 - 9Pater heater
18 - Lubrication oil heater
84 - Trackside power source
B5 - Shore power line
86 -- Shore power disconnect switch_ Opens by LSS 12 VDC
system
87 - 240/12 VAC transformer
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Picture H
Control, Alarm & Info system
88 ! Auxiliary engine's 12 VDC battery
89 = Amp meter 12 VDC
90 ~ Volt meter 12 VC
91 - Shut down switch high coolant temp in auxiliary engine
92 - shut down switch low oil pressure in auxiliary engine
93 - shut down control of PLC type triggered by 30 minutes
idling of main engine. Shuts down main engine and
94 - Auto start up & on/off control triggered by water
temp_ Also controls air conditioner shut down and alarms
and auxiliary engine overload, over Speed, pre-heating,
cranking cycles
95 - Auto start up & on/off from remote position in cab
controlled by operator for running air conditioner and
similar functions when water temp start is not called for.
Overrides 86.
96 ! Manual start & stop with automatic shut down for
failing oil pressure or coolant temperature only overrides
87 for emergency. Used if controls B6 or 87 fails.
97 - Visible and audible alarm on locomotive's roof.
Triggered if water temp goes below set point for LSS start
and LSS does not start or if coolant temp sinks below set
point after auxiliary has stopped due to safety stops or
failure. Powered by 12 VDC battery.
98 - 9~ireless alarm and information triggered as alarm 89
but also transmit signal that main engine has been shut
down and LSS has taken over. Powered by 12 VDC battery.
99 = Portable pager receives alarm only
X00 - Central logger receives alarm and logging data
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